REPORT 


UPON  THE 


PRELIMINARY 


/ 

Tf 

r 

I 

SURVEYS 

ii 

m 

.  / 


OF  THE 


/  ,•  ,  :■  ■  ;  ^  '  ■■ 

C^EV^AanD,  COLU^<BUS,  AND  C I  NCI  N  N  ATI 

■*  f  •  j 


1*1? 


PRESIDENT  AND  DIRECTORS. 


BY  C./WILLIAMS, 

IGINEER-IN-CHIEF. 


I 


LEVELAND: 


YOUNGLdVE’S  STEAM  POWER  PRESS. 


1846, 


if 

■S 


1 


I 

\‘ 

/ 


?i  flto  •.  •  • 


«  W  V 


»  V  I  ^ 


■/ 

Jj  ! 

I. 


•  an  /  .?;fv 


■  •  ‘.v ai !.' .'  ■  ■ '.: :  y'aTX 

j" 

^ 


I 


.'■■.v;,-s 


Mi. 


/ 


^  t  5"  C? 


> 


r- 


REPORT. 


TO  THE  PRESIDENT  AND  DIRECTORS  OF  THE  CLEVE¬ 
LAND,  COLUMBUS,  AND  CINCINNATI  RAIL  ROAD 
COMPANY: 


Gentlemen:  —  I  respectfully  submit,  in  the  following  report,  the 


result  of  the  survey  and  examination,  of  the  several  proposed  routes 
for  a  Rail  Road  from  Cleveland  to  Columbus. 

\  Our  surveys  and  levels  were  commenced  on  the  27th  day  of  Octo- 
l^er  lasti  by  a  single  corps  of  Engineers  ;  but  I  found  that,  to  examine 
all  the  lines  proposed  at  the  commencement,  with  the  additional  lines, 
which  the  citizens  of  the  several  towns  between  Cleveland  and  Co¬ 
lumbus  desired  should  be  examined,  and  which  their  liberality  in  con¬ 
tributing  towards  the  expenses  would  under  any  circumstatices  have 
demanded,  it  would  delay  my  report  beyond  the  time  contemplated  at 
the  commencement. 


Another  inducement  to  a  more  extensive  examination  than  we  at 
first  contemplated,  was,  the  many  conflicting  opinions  entertained  on 
the  subject  of  the  proper  route  to  be  selected  :  and  as  it  was  the  desire 
of  the  Directors  to  avail  themselves  of  all  tlie  information  necessary 

m 

to  a  judicious  location,  it  was  deemed  expedient  that  all  the  lines  pro¬ 


posed,  that  appeared  feasible,  should,  as  far  as  time  allowed,  be  exa¬ 
mined.  In  order  to  do  this  within  the  time  desired,  I  divided  the  corps 


■  ito  two  distinct  parties  under  the  immediate  charge  of  my  senior  as-- 


time  being  occupied  in  superintending  the  operations  of  the  parties 


alternately,  and  partly  in  eye  examinations  of  sections  other  than 
those  instrumentally  examined. 


On  the  29th  day  of  December,  a  third  party  was  placed  in  the  field, 
under  the  charge  of  Mr.  Charles  D.  Jaques,  and  on  the  27th  day  ot 
January  following,  the  surveys  were  all  closed. 


Although  the  season  was  remarkably  favorable,  considering  the 


lime  of  year  in  which  the  surveys  were  made,  still, the  hardships  and 


, privations  of  the  members  of  the  corps  were  many  ;  and  it  gives  me 


4 


pleasure  thus  publicly  to  acknowledge  my  indebtedness  to  them,  for 
the  perseverance,  intelligence,  and  unflinching  fidelity  with  which  they 
performed  the  several  duties  assigned  them. 

It  may  be  unbecoming  and  invidious  in  me  to  name  any  one  indi¬ 
vidually,  when  all  were  so  faithful  ;  but  I  trust  I  shall  be  excused  if  I 
mention  Messrs.  White  and  Sargent  as  gentlemen  well  qualified  lo 
fill  the  stations  they  occupied.  To  them  and  their  assistants,  the  Com- 
pany  are  largely  indebted  for  the  rapidity  and  accuracy  with  which 
the  surveys  have  been  made. 

The  central  surveys,  including  the  Ashland  and  Delaware  lines, 
were  made  by  Mr.  White  and  his  party.  The  Eastern  surveys,  in¬ 
cluding  the  Harrisville  and  Wooster  lines  ;  also  the  Western  surveys, 
including  the  Marion  and  Elyria  lines,  were  made  by  Mr.  Sargent  and 
his  party.  The  Southern  survey,  or  the  Millersburg  line,  w'as  made 
by  Mr.  Jaques  and  his  party. 

Our  surveys  have  been  much  more  full  and  accurate  than  is  cus¬ 
tomary  upon  a  mere  preliminary  exploration.  Each  line  has  been 
divided  into  sections  of  one  mile  ;  each  section  subdivided  into  stations 
of  50,  100,  or  200  feet,  and  the  levels  taken  on  each  station.  The 
maps  and  profiles  will  show  the  entire  configuration  of  the  ground  on 
all  the  lines  traced.  The  records  will  show  the  altitude  above  Lake 
Erie  at  each  station,  and  the  depth  of  excavation,  or  heighth  of  em¬ 
bankment,  with  the  number  of  cubic  yards  in  each  200  lineal  feet  of 
line. 

To  establish  the  line,  definitely,  by  even  as  accurate  a  preliminary 
survey  as  we  have  made,  cannot  be  expected :  nor  is  it  practicable,  with 
a  due  regard  to  the  interests  of  the  stockholders. 

In  passing  over  the  range  of  high  lands  dividing  the  waters  flowing 
north  into  Lake  Erie  from  those  flowing  south  into  the  Ohio  river,  as 
well  as  the  ridges  between  the  streams  flowing  south,  we  are  compelled 
10  follow  the  valleys  in  order  to  gain  the  summits  on  our  maximum 
grade.  In  many  places  there  are  a  number  of  these  valleys  follow¬ 
ing  the  same  general  course,  which  to  the  eye  appear  very  similar, 
but  which  are  found  by  an  instrumental  examination  to  differ  materi¬ 
ally.  A  more  extensive  examination  will,  I  am. confident,  enable  us 
to  reduce  the  cost  of  the  work  below  our  present  estimates,  as  well  as 
to  materially  reduce  the  grades.  I  am  therefore  of  the  opinion  that 
such  improvements  upon  either  of  our  present  lines  may  be  made,  as 


5 

will  warrant  a  more  thorough  investigation  before  a  final  location  shall 
be  determined  upon. 

The  surveys  and  measurements  on  the  Ashland  line  were  com¬ 
menced  at  the  junction  of  Merwin  street  with  the  public  landing,  on 
Cleveland  Centre,  in  the  city  of  Cleveland;  thence  east,  crossing  the 
Cuyahoga  river  above  Girard  street ;  thence  up  Walworth  run  by  the 
slope  of  the  north  bank,  and  gaining  the  table  land  near  the  south  line 
of  the  cemetery  in  the  city  of  Ohio ;  thence  west  to  the  intersection 
with  Lorain  street;  thence  south  65®  45  m.  west  along  the  line  of  Lo¬ 
rain  street  for  4^  miles,  and  7  miles  from  our  starting  point.  The 
most  prominent  point  of  expense  in  grading  this  part  of  the  line  oc¬ 
curs  in  passing  from  the  valley  of  Walworth  run  to  the  table  land. 
At  this  point  we  adopted  a  grade  of  40  feet  per  mile,  which  is  our 
maximum  grade.  From  Lorain  street  our  course  bears  S.  30®  W., 
passing  over  a  very  level  country  to  the  village  of  Berea,  13  miles 
from  the  city  of  Cleveland.  From  Berea  our  course  bears  S.  61®  W. 
crossing  the  east  branch  of  Rocky  river  in  Berea,  and  the  west  branch 
in  Columbia;  thence  S.  33®  W.  over  a  very  flat  country  to  the  south¬ 
west  corner  of  the  township  of  Columbia.  I  am  of  the  opinion  that 
this  part  of  the  line  may  be  essentially  improved  by  crossing  the  east 
branch  of  Rocky  river  near  the  Middleburg  furnace,  the  west  branch 
in  thft  township  of  Olmsted,  and  uniting  with  our  present  line  in  the 
township  of  Columbia.  We  should  then  pass  Lake  Abram  swamp  on 
the  west,  and  avoid  several  small  ravines  between  Berea  and  Colum- 
.bia. 

Our  line  then  follows  the  county  line  to  the  south-east  corner  of  the 
township  of  Grafton  ;  thence  S.  34^^  W.  passing  over  the  summit  of 
the  east  branch  of  Black  river,  and  crossing  the  main  branch  in  the 
township  of  Spencer;  thence  S.  36®  W.  and  passing  into  Wayne 
county  at  the  corner  of  Medina  and  Lorain  counties,  45^  miles  from 
our  starting  point  in  the  city  of  Cleveland.  In  coming  up  from  the 
valley  of  Black  river  we  encounter  a  high  ridge  which  on  this  line  is 
rather  formidable  ;  but  a  subsequent  examination  has  made  known  to 
us  a  ravine  or  pass  much  lower.  A  more  thorough  examination  will 
undoubtedly  enable  us  to  pass'up  from  this  valley  without  much  diffi¬ 
culty,  as  there  are  many  ravines  making  down  into  the  valley  of  the 
riv^r.  Our  course  thence  bears  S.  44®  W.  crossing  the  main  branch 
of  the  Muddy  Fork  Mohican,  and  gains  the  summit  in  the  township  of 


6 


Jackson,  Wayne  county,  723  feet  above  Lake  Erie:  thence,  crossing 
the  Redhaw,  or  west  branch  of  the  Muddy  Fork  ;  thence  crossing  the 
Jerome  Fork  Mohican  in  the  tovvnsiiipof  Montgomery,  Richland  co., 
and  thence  to  Ashland,  57  miles  from  Cleveland.  From  Ashland  we 
pass  over  the  summit  between  the  Jerome  and  Black  Fork  Mohican, 
crossing  the  latter  stream  near  the  south  line  of  Milton  township. — 
Thence  crossing  the  Mansfield  and  Sandusky  (’ity  Rail  Road  near  the 
north-east  corner  of  the  township  of  Springfield,  75^  miles  from  the 
city  of  Cleveland,  and  622  feet  above  Lake  Erie  ;  thence  passing  over 
an  undulating  country  we  gain  the  Sandusky  summit,  91  miles  from 
the  city  of  (/leveland,  and  825.59  feet  above  Lake  Erie.  This  is  the 
highest  summit  found  on  either  of  the  lines  traced. 

From  this  summit  our  course  bears  S.  14®  W.  passing  through  the 
towrjships  of  Springfield,  Sandusky,  Bloomfield,  and  Congress,  in 
Richland  county  ;  Franklin,  in  Knox  county;  Harmony,  Peru,  Kings¬ 
ton,  Berkshire,  Berlin,  and  Orange,  in  Delaware  county;  Sharon  and 
Clinton,  in  Franklin  county  ;  thence  to  the  city  of  Columbus,  140 
miles  3600  feet  from  the  city  of  Cleveland.  Between  the  Sandusky 
summit  and  the  south  line  of  Delaware  county,  we  pass  over  a  coun. 
try  interspersed  with  numerous  small  streams,  making  into  the  Olen. 
tangy  or  Whetstone,  Alum  (Ireek,  Big  Walnut,  Owl  Creek,  and  the 
Clear  Fork  Mohican;  all,  however,  can  be  passed  by  culverts,  except 
Alum  Creek.  This  line  passes  5  miles  north  of  Mansfield,  15  miles 
east  of  Bucyrus,  17i  miles  east  of  Marion,  17  miles  west  of  Mount 
Vernon.  8  miles  east  of  Delaware,  4  miles  west  of  Sunburv  and  Ga- 
lena,  and  IJ  miles  east  of  Worthington. 

The  Marion  Line  diverges  from  the  Ashland  line  at  station  16,  on 
section  17,  in  the  township  of  (.’olumbia,  Lorain  county  ;  thence  S.  56® 
W.  and  crossing  the  east  branch  of  Black  river  near  the  south-west 
corner  of  the  township  of  Eaton  ;  thence  S.  54®  30m.  W.  to  the  vil¬ 
lage  of  Wellington.  37  miles  from  the  city  of  Cleveland,  and  279  feet 
above  Lake  Erie.  The  course  then  changes  to  S.  45®  W.  crossing 
the  Charlemont  branch  of  Black  river  in  the  township  of  Wellington  ; 
thence  crossing  the  west  branch  of  Black  river  in  the  township  of 
Brighton  ;  thence  to  King’s  Corners  in  the  township  of  New'  London, 
48^  miles  from  Cleveland,  and  409  feet  above  Lake  Erie.  Thence  S. 
58®  W.  to  the  centre  of  Greenwich,  and  across  the  Vermillion  river. 
Our  course  again  changes  to  S.  42®  W.  passing  oat  of  Huron  county 

I 


7 


at  the  south-west  qorner  of  the  township  of  Greenwich,  continuing 
same  course  to  the  village  of  Richland,  61^  miles  from  Cleveland,  and 
498  feet  above  Lake  Erie.  Continuing  the  same  course,  we  crosstho 
Mansfield  and  Sandusky  City  Rail  Read  near  the  south-west  corner  of 
Plymouth  township,  Richland  county,  66?  miles  from’ Cleveland,  and 
502  feet  above  Lake  Erie. 

From  thence  S.  51®  W.  we  cross  the  Sandusky  river  and  valley  ; 
thence  passing  over  a  very  uniform  surface  to  Marion,  99  miles  and 
3600  feet  from  the  city  of  Cleveland,  and  410  feet  above  Lake  Erie. 
From  Marion  we  follow  the  line  traced  for  the  Central  Canal  through 
Delaware  to  the  city  of  Columbus,  147  miles  4824  feet  from  the  city 
of  Cleveland.  This  line  from  Cleveland  to  Delaware  passes  over  a 
much  more  uniform  surface  of  country  than  either  of  the  other  lines 
traced.  The  total  rise  and  fall  being  much  less,  with  a  less  number  of 
curves,  and  consequently  longer  straight  lines.  From  Delaware  to 
Columbus  it  will  nearly  average  with  the  other  lines.  < 

TiiE  Elyria  Line  diverges  from  the  Ashland  line  at  station  7,  on 
section  No.  13  ;  thence  S.  781®  W.  and  crossing  the  east  branch  of 
Rocky  river  near  the  Middleburg  furnace ;  thence  crossing  the  west 
branch  of  Rocky  river  and  Plum  creek  in  the  township  of  Olmstead  ; 
thence  to  the  west  line  of  Cuyahoga  county  ;  thence  due  west  to  Ely¬ 
ria,  and  crossing  the  two  branches  of  Black  river  ;  thence  S.  52®  W. 
to  Oberlin ;  thence  S.  28®  VV.  to  New  London,  and  intersecting  the 
Marion  line  51 J  miles  from  Cleveland,  and  409  feet  above  Lake  Erie. 
This  line  is  also  equally  favorable  for  the  construction  of  a  Rail  Road 
with  the  Marion  line.  ' 

The  Wooster  Line  diverges  from  the  Ashland  line  at  station  21, 
section  28,  and  passes  over  the  summit  of  the  east  branch  of  Black 
river;  thence  following  down  the  valley  of  this  stream,  passing  through 
Harrisville ;  thence  over  the  Harrisville  summit ;  thence  following 
down  the  valley  of  the  Killbuck  m  the  town  of  Wooster,  58  miles  from 
Cleveland.  From  thence  crossing  Apple  creek,  we  follow  down  the 
valley  of  Killbuck  and  pass  over  this  stream  on  section  61,  passing 
out  of  Wayne  county  into  Holmes  county  on  section  71.  Thence 
between  the  Lakes,  crossing  the  Lake  Fork  on  section  74,  and  passing 
out  of  Holmes  into  Richland  county  on  section  78  ;  thence  to  Loudon- 
ville,  78^  miles  from  Cleveland.  We  then  cross  the  Black  Fork  and 
follow  down  this  valley  to  the  Clear  Fork,  cross  this  stream,  and  follow 


8 


up  its  valley  to  the  mouth  of  Pine  run ;  thence  up  Pine  run  to  the 
summit,  89  miles  from  Cleveland  and  714  feet  above  Lake  Erie; 
thence  into  Six  Mile  run  valley,  and  gaining  the  summit  between  Six 
Mile  run  and  Schenck’s  creek,  91  miles  from  Cleveland,  and  720  feel 
above  Lake  Erie.  Thence  down  the  valley  of  Schenck’s  creek,  pass¬ 
ing  the  summit  between  Schenck’s  creek  and  Ball’s  run  94  miles  from 
Cleveland,  and  660  feet  above  Lake  Erie.  Thence  down  the  valley 
of  Ball’s  run  to  its  junction  with  Vernon  river ;  thence  down  this  val¬ 
ley  to  Mt.  Vernon,  105  miles  fiom  Cleveland,  and  416  feet  above 
Lake  Erie.  Our  line  then  crosses  Vernon  river,  passing  through  the 
towns  of  Clinton  and  Milford,  in  Knox  county,  Hartford,  in  Licking 
county,  Harlsem,  in  Delaware  county,  and  Plain,  Blendon,  Mifflin, 
and  Clinton,  in  Franklin  county  ;  thence  to  the  city  of  Columbus, 
I445S  miles  from  the  city  of  Cleveland. 

The  general  face  of  the  country  over  which  this  line  passes  is  very 
similar  to  that  over  which  the  Ashland  line  was  traced,  and  the  facil¬ 
ities  for  building  the  road  are  nearly  the  same.  The  resources  and 
general  improvement  of  the  country  will  afford  a  greater  amount  of 
immediate  business  for  a  Rail  Road  on  this  line  than  on  either  of  the 
other  lines. 

The  Mount  Vernon  Line  diverges  from  the  Ashland  line  on  sec¬ 
tion  68;  thence  to  Mansfield;  thence  following  down  the  valley  of  the 
Rocky  Fork  Mohican  to  the  junction  of  Stewart’s  run  with  the  Rocky 
Fork  ;  thence  up  the  valley  of  Stewart’s  run  to  its  summit ;  thence 
to  the  summit  of  Robinson’s  run  ;  thence  down  the  valley  of  Robin¬ 
son’s  run  to  its  junction  with  the  Clear  Fork  Mohican,  4  miles  below 
Bellville;  thence  up  the  valley  of  Simon’s  run  to  the  summit  of  the 
east  branch  of  Owl  Creek;  thence  down  the  valley  of  Little  Schenck’s 
creek  to  the  intersection  with  the  Wooster  line;  thence  to  Mount 
Vernon.  A  part  of  this  line  has  not  been  instrumentally  examined ; 
but  I  have  satisfied  myself  that  the  average  cost  of  a  road  constructed 
on  this  line  will  not  exceed  either  of  the  lines  south  of  the  dividing 
ridge,  and  have  estimated  accordingly.  A  line  can  also  be  obtained, 
at  an  average  cost  per  mile,  by  leaving  the  Ashland  line  as  above  and 
passing  through  Mansfield  ;  thence  up  the  south  branch  of  the  Rocky 
Fork  to  its  summit ;  thence  down  a  branch  of  the  Clear  Fork  Mohi¬ 
can  to  Lexington;  thence  down  the  valley  of  the  Clear  Fork  viaBell- 
ville  to  the  intersection  with  the  Mount  Vernon  line,  or  to  pass  over 


i 


9 

into  the  valley  of  Owl  Creek  ;  thence  down  this  valley  via  Freder- 
icktown  to  Mount  Vernon. 

The  Millersburg  Line  diverges  from  the  Wooster  line  at  station 

No.  1,  section  64,6  miles  below  VV'^ooster;  thence  following  down  the 
/ 

valley  of  the  Killbuck,  on  the  west  side,  to  Millersburg,  77  miles  from 
Cleveland  ;  thence  crossing  the  Killbuck  and  following  down  the  val¬ 
ley  on  the  east  side  to  Oxford  ;  thence  re-crossing  the  Killbuck  and 
passing  out  of  Holmes  county  near  the  south-west  corner,  crossing  the 
Mohican  river  near  the  east  line  of  Knox  county,  and  gaining  the  val- 
ley  of  Vernon  river  in  the  township  of  Howard  ;  thence  up  this  val¬ 
ley  via  Gambier  to  Mount  Vernon,  114  miles  2000  feet  from  Cleve¬ 
land. 

In  passing  over  the  Black  creek  summit,  between  the  Killbuck  and 
the  Mohican  river,  we  shall  be  compelled  to  adopt  a  grade  of  45  feet 
per  mile  for  4  miles  on  the  east,  and  for  3  miles  on  the  west,  with  a 
tunnel  at  the  junction  of  these  two  grades  of  4680  feet  in  length. 
With  the  exception  of  this  summit,  this  line  is  fully  equal  with  either 
of  the  others.  There  are  extensive  beds  of  good  coal  and  iron  ore 
in  Holmes  county,  and  the  only  beds  found  on  either  of  the  lines 
traced. 

Could  the  Black  creek  summit  be  avoided  without  too  much  increase 
of  distance,  (and  many  say  that  it  can,)  it  would  make  this  a  very  de¬ 
sirable  line.  ■  Fiom  the  Harrisville  summit  we  follaw  the  valley  of  the 
Killbuck  to  several  miles  below  Millersburg.  This  valley  is  very 
broad,  and  is  well  adapted  for  the  construction  of  a  Rail  Road.  The 
same  may,  be  said  of  the  valley’ of  Vernon  river,  with  the  exception 
that  there  could  not  be  as  long  straight  lines  obtained  on  the  latter  as 
on  the  former. 

The  Delaware  Line  diverges  from  the  Ashland  line  on  section  99, 
in  the  township  of  Franklin,  Knox  county  :  thence  S.  44®  W.  pass¬ 
ing  the  Greenville  treaty  line  into  the  county  of  Delaware  near  the 
south-east  corner  of  Marion  county;  thence  passing  through  the 
townships  of  Lincoln,  Peru,  Oxford,  Brown,  and  Troy,  to  Delaware, 
121  miles  from  Cleveland.  This  line,  from  where  it  diverges  from 
the  Ashland  line,  to  Delaware,  is  22  miles  in  length,  and  is  one  of  the 
best  lines  traced.  From  Delaware  to  Columbus,  we  follow  the  line 
traced  for  the  central  canal. 

I  am  fully  satisfied  that  by  diverging  from  the  Ashland  line  at  section 


V 


68,  and  gaining  the  south  branch  of  the  Rocky  Fork  Mohican  at 
Mansfield,  thence  uj)  the  valley  of  this  stream  to  its  summit,  thence 
down  the  east  branch  of  the  Clear  Fork  to  its  intersection  with  the 
south  branch,  thence  u|)  the  south  branch  to  its  intersection  with  the 
Ashland  line,  in  the  township  of  Bloomfield,  in  Richland  county,  and 
thence  by  a  direct  line  to  Delaware,  we  shall  not  only  save  distance, 
but  have  a  better  line  than  we  have  now  on  that  part  of  the  Ashland 
line  embr.'  ced  between  sections  68  and  99.  This  line  will  pass  through 
the  south-east  corner  of  Marion  countv,  and  near  the  town  of  Gilead 
keeping  east  of  the  cast  branch  of  the  Olentangy  and  west  of  the  head 
waters  of  Alum  creek. 

The  Ashland  line  is  the  only  distinct  line -traced  from  Cleveland 
to  Columbus.  The  several  lines  may  be  known  by  the  following  de¬ 
scription  :  — 

The  Marion  line  diverges  from  the  Ashland  line  16^  miles  from 
Cleveland,  and  from  this  point  to  Columbus  is  a  ‘distinct  line.  The 
Elyria  line  diverges  from  the  Ashland  12J  miles  from  Cleveland,  and 
unites  with  the  M.irion  line  at  New  London,  thence  following  that  line 
to  Columbus.  The  Wooster  line  diverges  from  the  Ashlandlinc  27$ 
miles  from  Cleveland,  and  thence  is  a  distinct  line  to  Columbus.  The 
Millersburg  line  diverges  from  the  Wooster  line  64  miles  from  Cleve¬ 
land,  and  unites  again  with  that  line  at  Mount  Vernon.  The  Dela¬ 
ware  line  diverges  frojn  the  Ashland  line  99  miles  from  Cleveland,  and 
unites  with  the  Marion  line  at  Delaware.  The  Mount  Vernon  line 
diverges  from  the  Ashland  line  67  miles  from  Cleveland,  and  unites 
with  the  Wooster  line  at  Mount  Vernon.  All  of  these  lines  have  been 
instrurnentally  examined,  excepting  a  small  part  of  the  Mount  Vernon 
line,  and  this  in  the  estimates  1  have  averaged  per  mile  with  the  Woos- 
ter  line,  and  which  can  be  relied  upon  as  being  very  near  if  not  per¬ 
fectly  correct. 

‘A  line  diverging  from  the  Ashland  line  on  section  7,  and 
passing  Lake  Abram  on  the  east,  thence  passing  through  Strongs¬ 
ville,  York  or  Medina,  La  Fayette,  and  Westfield,  and  connecting 
with  the  other  lines  at  the  Harrisville  summit,  Medina  county,  would 
be  a  practicable  one,  and  in  my  opinion  should  be  examined  before  a 
final  location  is  determined  upon. 

I  am  also  of  the  opinion  that,  by  diverging  from  the  Ashland  line 
on  section  40,  on  the  Harrisville  summit,  and  follow'ing  up  the  valley 


11 


of  Clear  creek  to  the  township  of  Sullivan,  in  Lorain  county,  thenco 
through  Orange  to  Ashland,  we  should  find  a  better  line  than  we  now 
have.  We  should  then  avoid  crossing  the  Black  river  on  the  north, 
and  the  several  branches  of  the  Muddy  Fork  on  the  south,  have  a 
much  easier  grade  in  gaining  the  summit,  and  avoid  the  diffi¬ 
culty  encountered  on  our  present  line  in  crossing  the  Jerome  Fork- 


SUPERSTRUCTURE. 

It  has  been  fully  demonstrated  by  experience,  that  the  superstructure 
for  a  Rail  Road  should  have  a  uniform  flexibility  :  and  if  we  wish  to 
avail  ourselves  of  the  most  effective  power  of  the  locomotive,  it  should 
also  be  able  to  maintain  a  uniform  surface  on  the  rail.  The  first  is 
essential -to  the  preservation  of  the  rail  and  machinery,  and  the  second 
to  the  speedy  transit  of  freight  and  passengers,  as  well  as  a  greater 
security  against  accidents  and  delays.  The  question  then  arises,  how 
shall  we  arrange  the  superstructure,  so  as  to  make  it  susceptible  of  be¬ 
ing  perfectly  and  permanently  adjusted,  and  at  the  same  time  possess¬ 
ing  the  requisite  amount  of  flexibility  combined  with  a  degree  of  per¬ 
manency,  capable  of  sustaining  the  immense  business  destined  to  roll 
over  it  ? 

Gravel  being  found  in  but  few  places  on  either  of  the  lines  traced, 
and  the  general  scarcity  through  the  entire  country  examined,  indi¬ 
cates,  that  the  better  course  will  be  to  place  the  superstructure  immedi¬ 
ately  upon  the  earthy  substances  of  which  the  road  bed  will  be  com¬ 
posed,  and  subseqi  ently  with  the  assistance  of  the  road,  to  substitute 
gravel  or  stone.  An  increased  strength  in  the  superstructure,  by  in¬ 
creasing  the  size  of  the  timber,  will  in  this  case  be  necessary.  This 
however,  will  be  no  serious  obstacle,  as  there  is  a  full  supply  along 
either  of  the  lines  traced,  with  good  facilities  for  preparing  and  deliv¬ 
ering  it  on  the  work. 

After  a  careful  examination  of  the  several  different  kinds  of  struc¬ 
ture  now  in  use,  both  with  the  heavy  and  light  rail,  I  do  not  hesitate  in 
saying,  that  one  constructed  after  the  following  description  will  com¬ 
bine  a  more  uniform  elasticity,  with  the  greatest  facilities  for  repairing, 
as  well  as  a  more  perfect  and  permanent  adjustment ;  be  less  liable  to. 
a  displacement  in  any  of  its  parts,  and  better  adapted  to  the  purposes 


required,  than  any  now  in  use.  It  is  therefore  respectfully  recom¬ 
mended. 


DESCRIPTION  OF  TIMBER  AND  CON¬ 
STRUCTION. 

Trenches  to  be  dug  to  16  inches  below  the  grade  line,  the  bottom 
to  be  thoroughly  rammed,  to  correspond  to  the  grade  line.  Longitu¬ 
dinal  ground  sills  18  feet  long,  or  corresponding  with  the  length  of  the 
rail  to  be  used,  and  4  by  16  inches,  are  then  placed  in  correct 
alignment  with  splicing  plank  under  the  joinings.  The  trenches  are 
then  filled  to  a  level  with  the  top  of  the  sill,  and  well  rammed.  The 
ground  sills  are  then  subjected  to  a  thorough  ramming,  until  they  have 
a  uniform  bearing.  A  second  set  of  ground  sills  corresponding  in 
length  with  the  first,  and  4  by  8  inches,  are  then  placed  upon  and  in 
the  centre  of  the  first,  and  breaking  joints  to  one  third  their  lengths; 
the  trenches  are  then  further  filled  to  a  level  with  the  top  of  the  sec¬ 
ond  sills,  and  well  rammed  ;  care  being  taken  to  keep  them  in  align¬ 
ment,  The  cross-tics,  Ih  feel  long  and  5  by  8  inches,  are  then  put  to 
their  places,  3  feet  from  centres  on  the  level  parts  of  the  road,  and 
up  to  a  grade  of  16  feet  to  a  mile,  and  2  feet  3  inches  on  grades  be¬ 
tween  16  and  40  feet  to  the  mile.  A  tie  to  be  placed  over  each  of  the 
joinings  of  the  upper  sills.  The  ties  are  then  spiked  to  the  upper  sills 
only.  A  correct  alignment  is  then  made,  and  the  ties  boxed  down  one 
half  inch  to  the  exact  width  of  the  iron  rail,  and  to  a  perfect  grade. 
The  chairs  are  next  adjusted  so  that  the  rail  shall  break  joints  with  the 
second  sill  to  one  third  its  length.  The  rails  are  then  put  into  their 
beds  and  spiked. 

The  boxings  in  the  lies  are  for  ihe  purpose  of  keeping  the  rails  in  a 
more  perfect  line,  and  to  protect  the  spike  from  the  latteral  thrusts  of 
the  machinery  against  the  rail,  as  well  as  the  more  permanently  to 
hold  them  in  their  places,  by  preventing  them  from  being  forced  from 
the  rail  laterally. 

In  adjusting  this  structure,  we  simply  raise  the  upper  sill  by  means 
of  an  iron  bar,  and  place  slips  of  the  requisite  thickness,  say  12  inches 
long  and  4  inches  wide,  between  the  sills,  one  foot  each  way  from  the 
centre  of  the  cross-tie.  By  this  arrangement  we  do  not  move  the 
lower  ground  sill  Irom  its  original  bed ;  consequently  the  original 


13 


bearing  is  retained,  and  made  more  perfect  by  the  use  of  the  road. 
But  if  adjustments  are  made  in  the  usual  way  by  raising  the  ground 
sill  and  filling  under  it,  we  not  only  have,  but  we  still  retain  an  imper¬ 
fect  and  expensive  adjustment.  As  it  is  not  necessary  for  the  ground 
sills  to  have  a  level  surface,  or  any  uniformity,  (the  discrepancies  be¬ 
ing  remedied  by  the  adjusting  slips,)  stone  blocks  in  theirquarried  state 
may,  (by  the  use  of  the  road,)  be  substituted  for  the  present  timber 
ones,  and,  as  the  requisite  flexibility  is  obtained  by  the  use  of  the  ad¬ 
justing  slips,  any  degree  of  permanency  may  be  given  to  the  stone 
sills  that  may  be  thought  necessary. 

By  placing  the  adjusting  slips  each  side  of  the  ties,  and  at  equal 
distances,  we  retain  a  uniform  bearing  on  the  lower  sill,  a  uniform  ac¬ 
tion  in  the  upper,  and  prevent  all  unnatural  wear,  either  to  the  rail  or 
machinery,  by  being  able  to  keep  a  uniform  surface  on  the  rail.  This 
will  materially  lessen  the  annual  expense  for  repairs  —  increase  the 
facilities  fordoing  business  —  decrease  the  liabilities  to  accidents  and 
delays  —  and  will  ensure  that  perfect  regularity  so  much  desired,  and 
which  is  so  essential  to  the  success  of  the  enterprise. 

The  general  character  of  soil  on  the  lines  traced  is  clay,  loam, 
sand,  and  alluvial  deposit.  There  are  some  ridges  of  gravel,  but 
no  rock  or  other  hard  substance,  that  will  materially  interfere  with 
the  construction  of  the  road,  is  supposed  to  exist  on  either  of  the  lines, 
except  on  the  summit  between  the  Killbuck  and  Mohican  rivers,  on  the 
Millersburg  line. 

The  estimates  are  made  for  a  single  track,  with  passing  places  or 
side  tracks.  The  width  of  the  surface  of  the  road  way  for  the  double 
track  or  passing  places,  is  estimated  at  24  feet  in  excavations  and 
embankments,  and  13  feet  for  the  single  track. 

The  slopes  in  excavations  and  embankments  to  incline  in  the  ratio 
of  IJ  horizontal  to  1  perpendicular.  The  bottom  of  the  ditches  to  be 
2  feet  below  the  surface  of  the  road  way,  and  through  the  excavations 
to  be  2  feet  wide  on  the  bottom.  The  viaducts  and  trestle  bridges  to 
be  of  the  first  quality  of  material  and  workmanship,  and  to  be  well 
protected  from  the  action  of  the  weather.  In  the  estimates  of  these 
structures  I  have  had  some  reference  to  their  appearance  a.s  well  as  to 
their  permanency  and  durability. 


14 

M  A  S  O  N  n  Y  . 

The  face  work  of  the  masonry  for  large  structures  to  be  hnrnmer- 
-drcssed  range  work,  and  of  the  most  permanent  character,  witli  a  suit¬ 
able  regard  to  architectural  order  and  neatness. 

All  stone  in  piers  and  abutments  for  viaducts,  standing  in  the 
streams,  and  upon  which  the  water  will  act,  are  estimated  to  be  well 
bedded  and  laid  in  hydraulic  cement ;  and  also  to  be  well  grouted  with 
the  same  material  up  to  high  water  mark. 

CULVERTS. 

The  culverts  are  all  estimated  to  be  built  of  stone  in  the  most  sub¬ 
stantial  form,  and  a  due  allowance  is  made  for  foundations  and  wing 
walls,  as  well  as  for  the  size  of  the  openings.  By  substituting  tim¬ 
ber  in  the  place  of  stone,  the  cost  of  culverts  may  be  reduced  50  per 
cent. 

TURNOUTS. 

Turn  outs  are  estimated  for  every  five  miles,  with  side  tracks  of  a 
suitable  length  to  accommodate  a  full  train. 

It  may  be  said  that  the  estimate  for  right  of  way  and  fencing  is  too 
low.  This  I  acknowledge  would  be  the  case  under  ordinary  circum* 
stances  ;  but  when  we  take  into  consideration  the  equality  in  the  lines 
traced  for  the  construction  of  the  road,  the  equal  prospects  for  business, 
and  that  the  inhabitants  fully  appreciate  the  lasting  benefit  that  will 
result  to  them  by  the  location  and  construction  of  the  road  on  their 
favorite  line,  with  a  full  knowledge  that  they  come  in  direct  competition 
with  the  liberality  of  the  inhabitants  on  another  equally  favorable  line, 
leads  me  to  believe  that  I  have  not  overrated  their  liberality  in  supposing 
that  they  will  mostly  release  the  right  of  way  gratuitously. 

The  following  estimates  have  been  made  with  much  care,  and  I  trust 
will  be  found  correct.  I  have  aimed  to  detail  and  classify,  so  far  as 

seemed  necessary  to  have  them  fully  understood.  I  respectfully  refer 

you  to  the  maps,  profiles,  and  records  herewith  accompanied,  for  a  more 

full  and  distinct  account  of  our  labor  than  can  be  explained  here. — 

The  profiles  attached  to  and  forming  a  part  of  this  Report  have  been 

got  up  with  much  care,  and  will  show  the  configuration  of  the  ground 


15 


on  each  of  the  lines,  the  grade  line,  the  principal  Towns  through  which 
the  line  runs,  and  the  distance  through  each  County  on  the  line. 

1  have  been  assured  that  the  land  necessary  for  the  Depots  and  Way 
Stations  would  be  donated  to  the  Company,  and  therefore  have  passed 
by  this  item. 

The  estimate  for  the  Depot  buildings,  machinery,  &c.,  is  supposed 
to  embrace  all  that  will  be  necessary  for  the  successful  operations  of 
the  Road.  The  number  of  I'lngines  and  Cars  embraced  in  the  estimates 
are  only  calculated  to  be  sufficient  for  the  commencement  of  business. 
I  am  of  opinion  that  this  estimate  will  require  to  be  doubled  for  the 
second  year’s  business,  and  tribled  for  this  part  of  the  Road  when  the 
entire  work  shall  be  completed  to  Cincinnati.  The  estimates  are  made 
for  the  T  Rail  on  the  main  line,  and  for  the  Plate  Rail  on  the  side  and 
branch  tracks.  In  the  abstract  estimates  you  will  find  the  entire  work 
estimated  for  each.  But  if  the  T  Rail  can  be  procured,  I  should  rec¬ 
ommend  its  adoption  for  the  main  line  ;  and  I  am  confident  that  every 
Rail  Road  Company  doing  as  heavy  a  transportation  business  as  will  be 
done  upon  your  road,  will  sustain  me  in  this  recommendation. 


# 


Estimate  of  Timber  Work  for  one  Section  of  Superstructure — Cleve* 
lanf  Columbus  and  Cincinnati  Rail  Road. 

590  Ground  S:lls,  18  ft.  long,  4  by  16  inches,  96  ft.  in  each, 

590  X  96=  56,640  ft.  at  '^9  per  M.  Board  measure,  «  $509  76 
590  ^recond  Ground  Sills,  18  It.  long,  4  hy  8  inches,  48  ft. 
in  each,  590  x  48=  28,320  ft.  at  $9  per  M.  Board  meas¬ 


ure,  . 254  88 

2112  Cross  Ties,  7^  ft.  long,  5  by  8  inches,  25  It.  in  eich, 

2112  X  25=  52,800  ft.  at  9  per  M.  Board  measure,  -  -  475  20 

590  Splicing  Plank,  3  ft.  long,  2  by  16  inches,  8  ft.  in  each, 

590.x  8=  4,720  ft.  at  $9  per  M.  Board  measure,  -  -  42  48 

4224  Spikes  for  cross  ties,  6  inches  long,  §  in.  square,  4  oz. 

each,  1056  lbs.  at  6d.  per  lb. .  66  00 

Labor,  laying  superstructure, .  275  68 


$1,624  00 


B 

Estimate  of  the  Rails ^  Chairs^  Spike,  ^c.  for  one  Section. 

10808  Rail  Spike,  51  inches  long,  1  by  I  in.  hook  head,  91 

oz.  each,  6417  lbs.  at  6d.  per  lb., . $401  06 

690  Cast  Iron  Chairs,  12  lbs.  each=7080  lbs.  31  cts.  per  lb.  247  80 
587  Iron  Rails,  T  |)attern,  56  lbs.  per  yard,  18  ft.  long,  3522 
yds.,  197232=  88.^', „  tons  gross,  nett,  delivered  in 

the  city  of  Cleveland  at  $80  per  ton,  gross,  ....  7044  00 

For  distributing  Rails,  Chairs,  Spike,  &c.  per  section,  -  -  80  85 

Labor,  laying  iron,  &c. .  226  29 

8000  00 
1624  00 


Total  cost  of  one  section  superstructure^with  T  rail,  •  -  $9624  00 


C 

Estimate  for  a  Road- Crossing,  25  feet  long. 

$2  50 

6  93 
4  57 


2  Ground  Sills  25  long=  50  ft.  lineal  at  5  cts.  per  foot,  - 
693  ft.  board  measure,  plank  5  in.  thick,  25  ft.  long, 

at  $10  per  M. . 

Labor  in  laying  same,  -  . 


$14  00 


Estimate  for  one  Farm  Crossing  fifteen  feet  long, 
525  feet  board  measure,  plank  15  feet  long  and  5  inches 


thick,  at #10  per  M. . #5  25 

Labor  in  laying  same .  3  75 


#9  00 

E 


Estimate  for  an  Arched  Stone  Calvert^  ft.  cord^  36  ft.  long, 

63  perches  Masonry  at  #2,00  per  perch  of  16i  cubic  feet,  #126  00 
Timber,  arching  and  excavations  in  pits .  5  00 


#131  00 

F 


Estimate  for  an  Arched  Stone  Culvert  Qft.  cord^  40y*/.  long. 


130  perches  Masonry  at  #2,50  per  perch . #325  00 

Timber,  arching,  and  excavation  in  pits . 10  00 


#335  00 

G 


Estimate  for  an  Arched  Stone  Culvert  \0ft.  cord.,  t)Qft.  long. 

252  perches  Masonry  at  #3,00  per  perch . #756  00 

Timber,  work,  and  excavation  in  pits .  33  00 


#789  00 

H 

Estimate  for  one  Section  Superstructure  with  Plate  Rail. 

89,680  feet  board  measure  of  sills  and  splicing  plank  as  per 

estimate  A,  at  #9  per  M.  board  measure . #807  12 

1,760  Cross  Ties,  split  at  16  cents  each . 281  60 

590  Rails  18  feet  long,  8  by  8  inches,  56,640  feet  board 

measure,  #9  per  M. .  509  76 

880  lbs.  Spike  for  cross  ties  at  6d.  per  lb .  55  00 

3458  feet  ribbon  at  #9  per'M.  board  measure . 31  12 

10,560  Lineal  feet  plate  Rail,  3,520  yards,  21  by  1  inch, 

25,344  lbs.  per  yard,  89,180  lbs.,  39^  gross  tons,  44JJm 

net  tons  at  #80  per  gross  ton .  3185  00 

2,241  lbs.  Spike  for  Rail,  6d . .  140  06 

Labor  in  laying  down  Road . .  450  34 


,  Total  cost  of  one  section  Superstructure  with  plate  Rail  #5460  00 


18 


I 

Cleveland  De'pot. 

Passenger  House,  Offices  and  Passenger  Rooms 

Locomotive  House  and  fixtures . 

Work  Shops  and  Car  Houses  -  -  -  *  -  -  - 

Ware  House  and  Machinery . 

Main  and  branch  tracks  with  T  Rail  -  -  .  - 


J 

Columbus  Depot. 

Passenger  House,  Offices  and  Passenger  Rooms 

Locomotive  House  and  Shop . 

Ware  House  and  Car  House . 

Main  and  branch  tracks  with  T  Rail  -  .  -  . 


K 

Middle  Depot. 

Locomotive  Flouse,  Offices  and  Shops  - 
Ware  House  and  Car  House  -  .  -  - 


-  $9,300  00 

-  8,600  00 

-  7,800  00 

-  8,000  00 
-  14,000  00 


$47,700  00 


-  $7,000  00 

-  3,000  00 

*  3,500  00 

-  4,000  00 


$17,500  00 


-  $1,500  00 

-  3,500  00 


$5,000  00 

L  = 


Estimate  for  Shop  Engine  and  Tools  in  Cleveland. 


1  Steam  Engine  in  running  order . 

1  large  Engine  Lathe . put  up  for  use 

1  small  “ 

1  large  boring  “  &  for  turning  drivers  “  “  “ 

1  Drilling  “  “  “  “ 

1  Timber  “  “  “  “ 

1  Iron  Planing  Machine  “  “ 


1  Timber  do.  “  “  “ 

1  Screw  cutting  “  -  “  “  “ 

2  Circular  Saws  “  “  “ 

6  Black  Smith’s  fires,  with  tools  at  $200  each  -  -  - 

220  Lineal  feet  shafting,  with  hangers,  pulleys,  boxes  and 
bolts,  fitted  and  put  up  at  $3,50  per  lineal  foot  -  -  - 

4  Screws  and  frame  for  hoisting  Locomotives  -  -  -  - 

175  Lineal  feet  water  pipes,  fitted  with  bolts  and  put  down 
2  Brass  Furnaces,  including  fixtures,  tools,  &c.  -  -  . 

Vices,  wrenches,  turning  tools,  &c.  &c.  for  shops  .  .  • 


$1,600  00 
800  00 
300  00 
800  00 
100  00 
100  00 
750  00 
300  00 
275  00 
100  00 
1,200  00 

770  00 
175  00 
175  00 
150  00 
500  00 


$8,095  00 


I 


19 


ESTIMATE  OF  THF;  ASHLAND  LINE. 

Division  No.  1. 

Extending  from  the  Cuyahoga  River  in  the  City  of  Cleveland,  to  the 

Village  of  Berea,  13  miles. 

13  sections  cleared  and  grubbed  at  $225  per  section  -  - 

250,100  cubic  yards  in  excavations  at  7  cents  per  yard  - 
221,300  “  “  in  embankments  7  “  “ 

1  Draw  Bridge  over  Cuyahoga  River . 

1  Road  Bridge,  Walworth  Run . 

8  Stone  Culverts,  3  feet  cord,  at  $131  as  per  est.  E 


2  “  ‘*6  “  do.  at  335 

18  Road  Crossings  -  -  -  -  at  14 

28  Farm  do.  .  -  -  .  at  9 

13  Sections  Superstructure  -  -  1,624 

13  do.  R,ail,  Spike,  Chairs,  &c. 8,000 
1,200  ft.  Side  Track  with  plate  Rail  5,460 
Turn  Outs,  Turn  Table,  Scales,  Water  House,  &c. 


:c 


(( 


<( 

u 


u 

u 


u 


(( 

(( 


,925  00 
17,507  00 
15,491  00 
3,800  00 
640  00 
1,048  00 
F  670  00 
C  252  00 
D  2.52  00 
A  21,112  00 
B  104,000  00 
H  1,243  00 
-  1,680  00 

$170,620  00 


Division  No.  2. 


Extending  from  the  Village  of  Berea  to  the  Town  of  Grafton,  ''1^  miles 

from  the  city  of  Cleveland. 


10  Sections  cleared  and  grubbed  at  $200  per  Section  - 
80,300  cubic  yards  in  excavations  at  8  cents  per  yard 
93.100  “  “  embankments  at  9  “  “ 

Bridge  over  East  Branch  Rocky  River,  in  Berea  -  - 

c;  u  West  “  “  Columbia  - 

3  Slone  Culverts  3  feet  cord,  at  $131  as  per  est. 
5  do.  6  “  “  at  335  “  “ 

14  Road  Crossings  -  -  -  -  at  14  “  “ 

20  Farm  do. . at  9  “ 

10  Sections  Superstructure  -  at  1,624  “  “ 

10  do.  Rail, Spike, Chairs&c.  at  8.000  “  “ 

1,200  ft  Side  Track  with  plate  Rail  at  5,460  “  “ 

Turn  Outs,  Turn  Table,  Scales,  Water  House,  &c.  - 


-  $2,000  00 

-  6,424  00 

-  8,829  00 

-  8,800  00 
-  10,600  00 

E  393  00 
F  1,675  00 
C  196  00 
D  180  00 
A  16.240  00 
B  80,000  00 
H  1,243  00 
-  1,.500  00 


$138,080  00 


I 


20 


Division  No.  3. 

Extending  from  the  Town  of  Grafton  to  the  Litchfield  Summit^  32 

miles  from  the  city  of  Cleveland. 

9  Sections  cleared  and  grubbed,  at  $200  per  Section  -  1,800  00 

65,000  cubic  yards  in  excavations,  at  8  cents  per  yard  5,200  00 
93,100  “  “  in  embankments,  at  9  “  “  “  8,379  00 


u 


2  “  “6 
11  Road  Crossings  -  - 

18  Farm  do  -  - 

9  Sections  Superstructure 
9 


u 


(( 


at  $131 

as 

pr 

est. 

E, 

•  786 

00 

at  335 

(( 

a 

(( 

F, 

670 

00 

at  14 

(( 

.( 

(( 

c, 

154 

00 

at  9 

(( 

(( 

« 

D, 

162 

00 

at  1,624 

C( 

(( 

(( 

A, 

14,616 

00 

at  8,000 

(( 

(( 

(( 

B, 

72,000 

00 

at  5,460 

u 

» 

(( 

H, 

1,243 

00 

house,  &c. 

- 

- 

1,500 

00 

$106,510  00 


Division  No.  4. 

Extending  from  the  Litchfield  Summit  to  the  Black  River 

miles  from  the  city  of  Cleveland. 

12  sections  cleared  and  grubbed,  at  $225  per  section  - 

189,800  cubic  yards  in  excavations,  at  8  cents  per  yard  - 
180,700  “  “  in  embankments,  9  “  “  “ 

Trestle  bridge  over  Black  River  and  Valley,  2,680  feet, 

at  $5  per  foot  lineal . 

14  stone  culverts,  3  feet  cord,  at  $131  as  pr  est.  E, 

4  “  “  '  6  “  “  at  335  “  “  “  F, 

13  Road  Crossings . at  14  “  “  “  C, 

24  Farm  do.  . at  9  “  “  “  D, 

12  sections  superstructure  -  -  at  1,624  “  “  “  A, 

12  “  rail,  spike,  chairs,  &;c.  at  8,000  “  “  “  B, 

1,200  ft.  side  track,  with  plate  rail,  at  5,460  “  “  “  H, 

Turn  outs,  turn  table,  scales,  water  house,  &c.  -  •  • 


Summit^  44 


2,700  00 
15,184  00 
16,263  00 

13,400  00 
1,834  00 
1,340  00 
182  00 
216  00 
19,488  00 
96,000  00 
1,243  00 
1,500  00 


169,350  00 


f 


21 


Division  No.  5. 


Exteiidingfrom  the  Black  River  Summit  to  the  town  of  Ashland^  57 

miles  from  the  city  of  Cleveland. 

13  sections  cleared  and  grubbed,  at  $225  per  section, 

137.100  cub.  yds.  in  excavations,  at  8  cts.  per  yard, 

295.100  “  “  in  embankments,  at  8  “  “  “  - 

Trestle  bridge  over  Muddy  Fork,  1800  ft.  long,  at  $5  per 

foot  lineal, . . 

Trestle  bridge  over  Jerome  Fork,  86  ft  long  at  $4  pr  ft  lin., 

12  stone  culverts,  3  ft  c’rd,  at  131  00,  as  per  estimate  E, 


u 

u 


4  g  u 

1  »  “  10  “ 

16  Road  crossings, 

40  Farm  do. 

13  sections  superstructure 


at  335  00 
at  989  00 
at  14  00 
9  00 
1624  00 


it 


it 

it 

a 

a 


13  do.  rails,  spike,  ch’rs,&c.  8000  00 
1800  ftsidetr’k  with  plate  rail  5460  00 
Turn  outs,  turn  table,  scales,  water  house,  &c. 


(( 

(( 

(i 


u 

ii 

a 

it 

it 

a 

it 


a 

a 

ti 

it 

ii 

a 

a 


2,925  00 
10,968  00 
23,608  00 

9,000  00 
344  00 
1,572  00 
1,340  00 
989  00 
224  00 
360  00 
21,112  00 


F, 

G, 

C, 

D, 

A, 

B,  104,000  00 

H,  1,862  00 

2.000  00 


ii 


ii 


Division  No.  6. 


the  city  of  Cleveland. 

10  sections  cleared  and  grubbed,  at  $200  per  section, 
160,300  cub.  yds.  in  excavations,  at  8  cts.  per  yard, 
196,700  do.  do.  in  embankments,  “  9  “ 

Bridge  over  th  Black  Fork, 

2  do.  over  Keever’s  mill  race, 

3  do.  over  rail  road  in  deep  cuts, 

16  Road  crossings,  -  -  at 

26  Farm  do.  -  -  -  at 

10  sections  superstructure,  -  at  1624  00  “ 

10  do.  rail,  spike,  chairs,  &c.  at  8000  00  “  “ 
1200  ft.  side  track,  with  plate  rail,  at  5460  00  “ 
Turn  outs,  turn  tables,  scales,  water  house,  &c. 


14  00  as  pr  est. 
9  00  “  “  “ 

it  it 


u 

ii 


$180,304 

o 

o 

67 

miles  from 

» 

2,000 

00 

12,824 

00 

17,703 

00 

2,300 

00 

1,100 

00 

1,350 

00 

c, 

224 

00 

D, 

234 

00 

A, 

16,240 

00 

B, 

80,000 

00 

H, 

1,243 

00 

1,400 

00 

$136,618  00. 


22 


‘  Division  No.  7. 

Extending  from  the  Black  Fork  to  the  Rocky  Fork  Summit^  77  milei 

from  the  city  of  Cleveland. 

JO  sections  cleared  and  grubbed,  at  $220,  per  section,  2,200  00 

121,300  cub.  yds.  in  excavations  at  8  cts  per  yard,  9,704  00 

158,700  do.  do.  in  embankments  at  9  ”  ”  ”  14,283  00 

8  stone  culverts  3  feet  cord  -  -  at  131  00  as  pr  est.  E  1,048  00 

5  do.  do.  6  feet  cord  -  -  at  335  00  ”  ”  ”  F  1,675  00 

11  Road  crossings  -  -  at  14  00  ”  ”  ”  C  154  00 

18  Farm  do.  -  -  -  at  9  00  ”  ”  ”  D  162  00 

10  sections  superstructure,  -  at  1624  00  ”  ”  ”  A  16,240  00 
10  do.  rail,  spike,  chairs,  &c.  at  8000  00  ”  ”  ”  B  80,000  00 
1200  feet  side  track,  with  plate  rail,  at  5460  00  ”  ”  ”  H  1,243  00 
Turn  outs,  turn  table,  scales,  water  house,  &c.  -  1,400  00 


$128,109  00 


Division  No.  8, 


Extending  from  the  Rocky  Fork  Summit  to  the  Sandusky  Summit, 
90  i  miles  from  the  city  of  Cleveland. 


13^  sections  cleared  and  grubbed,  at  $250  per  section, 
180,100  cub.  yds.  in  excavations  at  8  cts  per  yard, 
275,500  do.  do.  in  embankments  at  8  cts  per  do. 

14  stone  culverts,  3  feet  cord,  -  at  131  00  as  pr  est. 

6  do.  do.  6  ”  ”  -  at  335  00  ”  ” 

14  Road  crossings,  -  -  at  14  00  ”  ” 

23  Farm  do.  -  -  -  at  9  00  ”  ” 

13^  sections  superstructure,  -  ”  1624  00  ”  ” 

13^  do.  rail.  Spike,  chairs,  &c.  ”8000  00  ”  ” 

1200  feet  side  track,  with  plate  rail  ”5460  00  ”  ” 

Turn  outs,  turn  table,  scales, -Avater  house,  &c. 


3,375 

14,408 

22,040 

E,  1,834 

F,  2,010 

C,  196 

D,  207 
A,  21,924 
B  108,000 
H.  1,243 

1,400 


00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 


$176,637  00 


23 


Division  No.  9. 

t 

Extending  from  the  Sandusky  Summit  to  Franklin^  99  miles  from  the 

city  of  Cleveland. 

8i  sections  cleared  and  grubbed, 

69,100  cubic  yds.  in  excavations 
82,000  do.  do.  in  embankm’ts 

3  bridges  over  road  in  excavatioi 
7  stone  culverts,  3  feet  cord, 

4  do.  do.  6  do.  do. 

2  do.  do.  10  do.  do.  - 

10  road  crossings 
13  farm  do. 

8 1  sections  superstructure 
81  do.  rail,  spike,  chairs,  &c. 

1200  feet  side  track,  plate  rail. 


at*^250  r)er 

section, 

- 

2,125 

00 

at  8  cts  per  yd. 

- 

5,528 

00 

at  9  ”  ” 

- 

- 

7,380 

00 

IS,  at  $550, 

- 

- 

1,650 

00 

at  131  00 

as  pr  est. 

E 

917 

00 

at  335  00 

5? 

F 

1,340 

00 

at  989  00 

G 

1.978 

00 

at  14  00 

5) 

5) 

C 

140 

00 

at  9  00 

5> 

)> 

D 

117 

00 

”1624  00 

)) 

A 

13,804 

00 

”  8000  00 

J) 

3> 

B 

68,000 

00 

”  5460  00 

}} 

JJ 

H 

1,243 

00 

)r  house,  &c. 

- 

1,400 

00 

$105,622 

00 

Division  No.  10. 

Extending  from  Franklin  to  Kingston^  112  miles  from  the  city  of 

Cleveland. 


190,800  do.  do.  in  embankm’l 
7  stone  culverts,  3  feet  cord, 

2  do.  do.  10  do.  do. 

22  road  crossings, 

31  farm  do.  -  -  - 

13  sections  superstructure, 

13  do.  rail,  spike,  chairs,  &c. 

1800  feet  side  track,  plate  rail. 

Turn  outs,  turn  table,  scales,  water  house,  &c. 


$250  per  section. 

3,250 

00 

at  8  cts 

per 

yard 

1, 

- 

10,344 

00 

at  8  cts 

per 

do. 

15,264 

00 

at  131 

00  as  pr 

est. 

E 

917 

00 

at  989 

00 

53 

35 

G 

1,978 

00 

at  14 

00 

33 

33 

C 

308 

00 

at  9 

00 

33 

33 

D 

279 

00 

”  1624 

00 

33 

33 

A 

21,112 

00 

”8900 

00 

53 

53 

B  ] 

104,000 

00 

”  5460 

00 

33 

33 

H 

1,862 

00 

•  house. 

&c. 

1,400 

00 

$160,714 

00 

o 


Division  No.  11. 


Extending  from  Kingston  to  Berlin^  1*22  miles  from  the  city  of 

Cleveland. 


10  sections  cleared  and  grubbed,  at  $250  per  section,  - 
87,300  cubic  yards  in  excavations,  at  8  cents  per  yard, 
i09,700  do.  do.  in  embankments  at  9  do.  do. 


3  stone  culverts,  3  feet  cord,  -  at 
1  do.  do.  10  do.  do.  at 

8  road  crossings  •  -  at 

26  farm  do.  ;  .  .  at 

10  sections  superstructure  -  at 
10  do  rail,  spike,  chairs,  &c.  at 
1200  feet  side  track  with  plate  rail,  at 
Turn  outs,  turn  table,  scales,  water  house,  &lc. 


$131  as  per  est 
989 
14 
9 

1624 
6C00 
5460 


>) 

jj 


)> 


55 


55 


55 


55 


55 


55 


55 


55 


2,500  00 
6,984  00 
9,873  00 
E  393  00 
G  989  00 
C  112  00 
D  234  00 
A  16,240  00 
B  80,000  00 
H  1,243  00 
1,400  00 

$119,968  00 


Division  No.  12. 

Extending  from  Berlin  to  Sharon,  132  miles  from  the  city  of 

Cleveland. 

10  sections  cleared  and  grubbed,  at  $250  per  section,  -  2,500  00 

75,000  cubic  yards  in  excavations,  at  8  cents  per  yard,  -  6,000  00 

95,600  do.  do.  in  embankments,  at  9  do.  do.  -  8,604  00 

Trestle  bridge  over  Alum  creek  and  valley,  1000  feet,  at 
$4  per  ft.  lineal, 

5  stone  culverts,  3  feet  cord, 

4  do.  do.  6  do.  do. 

19  road  crossings, 

28  farm  do. 

10  sections  superstructure, 

10  do.  rail,  spike,  chairs, 

1200  feet  side  track  with  plate  rail  at  5460  ”  ”H 

Turn  outs,  turn  table,  scales,  water  house,  &c.  -  1,600  00 


• 

• 

. 

. 

4.000 

t 

00 

• 

at 

$131 

as  pr 

est.  E 

655 

00 

m 

at 

335 

55 

”  F 

1,340 

00 

at 

14 

55 

”  C 

266 

00 

at 

9 

55 

”  D 

252 

00 

at 

1624 

55 

”  A 

16,240 

00 

C. 

at 

8000 

55 

»  B 

80,000 

00 

■ail 

at 

5460 

55 

”  H 

1,243 

00 

$122,700  00 


25 


Division  No.  13. 

Extending  from  Sharon  to  the  city  of  Columbus,  140  miles  3600  feet 

from  the  city  of  Cleveland. 


sections  cleared  and  grubbed,  at  ^^200  per  section,  - 
41,200  cubic  yards  in  excavations,  at  7  cts  per  yard, 
96,400  do.  do.  in  embankments,  at  8  cts  pr  do. 

3  stone  culverts,  3  feet  cord,  -  at  $131  as  pr  est.  E 
6  do.  do.  6  do.  do.  -  at  325  ”  ”  F 

11  road  crossings,  -  -  -  at  14  ”  ”  C 

41  farm  do.  -  -  -  at  9  ”  ”  D 

81®^  sections  superstructure,  -  at  1624  ”  ”  A 

QSo  spike,  chairs,  dz;c.  at  8000  ”  ”  B 


1,736  00 
2,884  00 
7,712  00 
393  00 
2,010  00 
154  00 
369  00 
14,099  00 
69,454  00 


$98,811  00 


See  Abstract  Estimate  of  Ashland  Line. 


26 


ESTIMATE  OF  THE  DELAWARE  LINE. 
Division  No.  10. 

Extending  from  Section  No.  99,  on  Ashland  Line,  to  Oxford,  110 

miles  from  the  city  of  Cleveland. 


150,300  do.  do.  in  embankmentj 
4  stone  culverts,  3  feet  cord,  - 

2  do.  do  6  do.  do. 

3  do.  do.  10  do.  do. 

9  road  crossings, 

16  farm  do.  -  -  -  - 

11  seciions  superstructure 
11  do.  rail,  spike,  chairs,  &c. 

1200  feet  side  track  with  plate  rail. 

Turn  outs,  turntable,  scales,  water  house,  &c. 


$250  per 

section, 

- 

2,750 

00 

at  8  cents 

per  yar 

A 

- 

7,7.52 

00 

1,  at  9  cts  per  do. 

- 

13, .527 

00 

at  $  1 3  1 

as  pr  est. 

E 

524 

00 

at  335 

j) 

55 

F 

670 

00 

at  989 

55 

55 

G 

2,967 

00 

at  14 

55 

55 

C 

126 

00 

at  9 

55 

55 

D 

144 

00 

at  1624 

55 

55 

A 

17,864 

00 

at  8000 

55 

55 

B 

88,000 

00 

at  5460 

55 

55 

H 

1.243 

00 

house,  &c 

1,800 

00 

$1 

37,367 

00 

Division  No.  11. 

Extending  from  Oxford  to  Delaware,  121  miles  from  the  city  of 

Cleveland. 


at  $131  as  pr  est.  E 


1 1  sections  cleared  and  grubbed,  at  $250  per  section, 
91,400  cubic  yards  in  excavations,  at  8  cents  per  yard, 
165,300  do.  do.  in  embankments  at  9  cts  per  do. 
Bridge  over  Olentangy, 

8  stone  culverts,  3  feet  cord, 

4  do.  do.  6  do.  do. 

3  do.  do.  10  do.  do. 

16  road  crossings, 

26  farm  do. 

11  sections  superstructure, 

11  do.  rail,  spike,  chairs,  &:c.  - 

1800  feet  side  track  with  plate  rail,  at  5460 
Turn  outs,  turn  table,  scales,  water  house,  (Sic. 


at 

at 

at 

at 


335 

989 

14 

9 


at  1624 
at  8000 


u 

(( 

(( 

(C 

a 


a 

a 

a 

it 

(( 

(( 

(( 


2,750  00 
7,312  “ 
14,877  “ 
4,300 
1,048  “ 
F  1,340  » 
G  2,967  » 
C  224  “ 
D  234  “ 
A  17,864  “ 

B  83,000  “ 
II  1,862  » 
2,000  “ 

$144,778  00 


See  Abstract  Estimate  of  Delaware  Line, 


27 


ESTIMATE  OF  THE  MARION  LINE. 

Division  No.  1. 

Extending  from  the  Cuyahoga  River  in  the  city  of  Cleveland,  to 

the  Village  of  Berea,  13  miles. 

2,925  00 
17.507  00 
15,491  00 
3,800  00 
640  00 
1,048  00 
670  00 
252  00 
252  00 
21,112  00 
104,000  00 
1,243  00 
1.680  00 


13  sections  cleared  and  grubbed,  at  S225  per  section 
250,100  cubic  yards  in  excavations,  at  7  cts  per  yard  - 
221,300  “  “  in  enrjbankments,  at  7  “  “  “ 

1  Draw  Bridge  over  Cuyahoga  River  _  .  . 

1  Road  Bridge  over  Walworth  Run  ... 

8  Stone  Culverts  3  feet  cord,  at  $131  as  per  est.  E 


2  “  “6  “  at  335 

18  Road  Crossings  -  -  at  14 

28  Farm  do.  -  -  at  9 

13  sections  superstructure  -  at  1,624 
13  do.  rail,  spike,  chairs.  &c. at  8,000 

1,200  ft  side  track,  with  plate  rail  at  5,460 
'Burn  outs,  turn  table,  scales,  water  House,  &c. 


it 


u 


u 

u 


u 


(( 


(( 


it 


F 

C 

D 

A 

B 

H 


170,620  00 


Division  No.  2. 

Extending  from  the  Village  of  Berea  to  Eaton,  25  Miles  from  the 

city  of  Cleveland. 


12  sections  cleared  and  grubbed,  at  $200  per  section 
76,900  cubic  yards  in  excavations,  at  8  cents  per  yard 
98,600  “  “  in  embankments,  at  9  “  “ 

Bridge  over  East  Branch  Rocky  River,  at  Berea 

Do.  “  VVest  “  “  ”  at  Columbia  - 

8  Stone  Culverts,  3  feet  cord,  at  $131  as  per  est.  E 

4  “  “6  “  “  at  335  ‘‘  “  “  F 

16  Road  Crossings  -  -  at  14  “  “  “  C 

20  Farm  do.  -  -  -  at  9  “  D 

12  sections  superstructure  -  at  1624  “  “  “  A 

12  do.  rail,  spike,  chairs,  &c.  at  8000  “  “  “  B 

1,200  ft  side  track,  with  plate  rail,  at  5460  “  “  “  H 

Turn  outs,  turn  table,  scales,  water  house,  &c. 


$2,400  00 
6,152  00 
8,874  00 
8,800  00 
10,600  00 
1,048  00 
1,340  00 
224  00 
180  00 
19,488  00 
96,000  00 
1,243  00 
1,500  00 


$157,849  00 


28 


Division  No.  3. 

Extending  from  Eaton  to  La  Grange^  31  miles  from  the  city  of 

Cleveland. 


6  sections  cleared  and  grubbed,  at  $“2.50  per  section  1,500  00 
24,300  cubic  yards  in  excavations,  at  8  cents  per  yard  1,944  00 

30,100  “  “  in  embankments,  at  9  “  “  “  2,709  00 

Dridge  over  East  Branch  Black  River  -  -  -  11,000  00 

6  Stone  Culverts,  3  feet  cord,  at  $131  as  per  est.  E  786  00 
6  Road  Crossings  -  -  at  14  “  “  “  C  84  00 

8  Farm  do.  -  -  at  9  “  “  “  D  72  00 

6  sections  superstructure  -  at  1624  “  “  “  A  9,744  00 

6  do.  rail,  spike  and  chairs  at  8000  “  “  “  B  48,000  00 

600  feet  side  track,  plate  rail,  at  5460  “  “  “  H  622  00 

Turn  outs,  scales,  water  house,  &c.  ...  650  00 


$77,111  00 


Division  No.  4. 


Extending  from  La  Grange  to  Wellington,  37  miles  from  the  city 

of  Cleveland. 


6  sections  cleared  and  grubbed,  at  $250  per  section 
40,600  cubic  yards  in  excavations,  at  8  cents  per  yard 
64,400  “  “  in  embankments,at  9  “  “  “ 


6  Stone  Culverts,  3  feet  cord, 

at  $131 

as 

per 

est.  E 

2  “  6  “  ‘• 

at  335 

(( 

u 

u  F 

4  Road  Crossings 

at 

14 

(( 

a 

C 

8  Frame  “ 

at 

9 

(( 

a 

»  D 

6  sections  superstructure 

at  1,624 

li 

ii 

“  A 

6  do.  rail,  spike,  chairs,  &c. 

at  8,000 

(; 

ii 

»  B 

600  ft.  side  track,  with  plate  rail 

at  5,460 

(( 

(( 

“  H 

Turn  outs,  turn  table^  scales,  water  house,  &;c. 


1,500  00 
3,248  00 
5,796  00 
786  00 
670  00 
56  00 
72  00 
9,744  00 
48,000  00 
622  00 
1,200  00 


$71,694  00 


/ 

\ _ 


29 


Division  No.  5. 

Extending  from  Wellington  to  New  London^  49  miles  from  the  city  of 

Cleveland, 

12  sections  cleared  and  grubbed,  at  $250  per  section 
OOslOO  cubic  yards  in  excavations,  at  8  cents  per  yard 
91,300  do  do  in  embankments, at  9  ”  ”  ” 

Bridge  over  Charlemont  Branch  Black  River 
”  ”  West  ” 

14  Stone  Culverts,  3  feet  cord 
5  do  do  6  do  do 
12  Road  Crossings 
20  Farm  do 
12  sections  superstructure 
12  do  rail,  spike,  chairs,  &;c. 

1200  feet  side  track  with  plate  rail 


5) 


J? 


at  $131  as  pr  est.  E 


at  335 
at  14 
at  9 
atl,624 
at8,000 
at5,460 


55 

5? 

55 

?? 

55 


55 


55 


55 


55 


55 


55 


F 

C 

D 

A 

B 

H 


Turn  outs,  turn  table,  scales,  water  house,  &c 


3,000 

00 

7,208 

00 

8,217 

00 

4,800 

00 

8,600 

00 

1,834 

00 

1,675 

00 

168 

00 

180 

00 

19.488 

00 

96,000 

00 

1,243 

00 

1,850 

00 

154,263 

00 

Division  No.  6. 

Extending  from  New  London  to  Richland^  62  miles  from  the  city 

of  Cleveland. 


55 


55 


193,500 
Bridge  over  Vermillion  River 
12  Stone  Culverts,  3  feet  cord 
6  do  do  6  do  do 

4  do  do  10  do  do 

12  Road  Crossings 

20  Farm  do  -  ♦  - 

13  sections  superstructure 

13  do  rail,  spike,  chairs,  i 
1,200  feet  side  track,  plate  rail 


$250  per  section 

3,250 

00 

;,  at  8  cents  per  yard 

19,168 

00 

its,  at  9  ” 

55 

55 

17,415 

00 

- 

4,200 

00 

at  $131  as  pr 

est 

.  E 

1,572 

00 

at  335 

55 

55 

F 

2,010 

00 

at  980 

55 

55 

G 

3,956 

00 

at  14 

55 

55 

C 

168 

00 

at  9 

55 

55 

D 

180 

00 

at  1,624 

55 

55 

A 

21,112 

00 

at  8,000 

55 

55 

B 

104,000 

00 

at  5,460 

55 

55 

H 

1,243 

00 

house,  &c 

• 

1,850 

00 

$180,124  00. 


/ 


30 


Division  No.  7. 

Extending  from  Richland  to  Vernon^  75  miles  from  the  city  of 

Cleveland. 


13  sections  cleared  and  grubbed,  at  $250  per  section 
97,500  cubic  yards  in  excavations,  at  8  cents  per  yard 

141.200  do  do  in  embankments,  at  9  do  do  .do 

8  Stone  Culverts,  3  feet  cord,  -  at  $131 
4  do  do  6  do  do  -  at  335 
11  Road  Grossings  -  -  -  at  14 

18  Farm  do  -  -  -  at  9 

13  sections  superstructure  -  at  1,624 
13  do  rail;  spike,  chairs,  &;c.  at  8,000 

1.200  feet  side  track,  plate  rail  at  5,460  ” 

Turn  outs,  turn  table,  scales,  water  house,  &c. 


as  pr  est.  E 
F 
C 
D 
A 
B 
II 


5> 


J) 


5J 


>» 


J5 


)) 


J5 


3,250  00 
7,800  00 
12,708  00 
1,048  00 
1,340  00 
154  00 
162  00 
21,112  00 
104,000  00 
1,243  00 
1,850  00 


$154,667  00 


Division  No.  8. 

Extending  from  Vernon  to  8cott.^  87  miles  from  the  city  of 

Cleveland. 


180,900  do  do  in  ernbankm 
Bridge  over  the  Sandusky  River 
7  Stone  Culverts,  3  feet  cord, 

4  do  do  6  do  do 
10  Road  Crossings  -  -  - 

16  Farm  do  .  -  - 

12  sections  superstructure 
12  do  rail,  spike,  chairs, 

1,200  feet  side  track  with  plate  ra 
Turn  outs,  turn  table,  scales,  water  house 


at 

$250  per 

section 

3.000 

00 

,  at  8  cents  per  yard 

22.600 

00 

its. 

at  9  do  do 

do 

17,181 

00 

- 

- 

- 

11,500 

00 

at 

$131  aspr 

est 

E 

2,317 

00 

at 

335  ” 

5J 

F 

1,340 

00 

at 

14  ” 

J) 

C 

140 

00 

at 

9  ” 

?? 

D 

144 

00 

at 

1,624  ” 

A 

19,488 

00 

at 

8,000  ” 

J> 

B 

96,000 

00 

at 

5,460  ” 

II 

1,243 

00 

house,  &c. 

1,8.50 

00 

1 

76,803 

00 

V 


31 


Division  No.  9. 

Extending  from  Scott  to  Marion,  99^‘j3  miles  from  the  city  of 

Cleveland. 


12^®“°  sections  cleared  and  grubbed,  at  $225  per  section 
59,300  cubic  yards  in  excavations,  at  8  cents  per  yard 
147,600  do  do  in  embankments,  at  9  ”  ”  ” 

10  stone  culverts,  3  feet-  cord  -  at  $131  aspr  est.  E 


18  road  crossings  -  -  -  at  14 

26  farm  do  -  -  -  at  9 

sections  superstructure  -  at  1,624 
spike,  chairs,  &lc.  at  8,000 
1,800  feet  track,  plate  rail  -  at  5,460 
Turn  outs,  turn  table,  scales,  water  house,  &c. 


5J 


5? 


55 


55 


55 


55 


55 


55 


55 


55 


c 

D 

A 

B 

II 


2,853  00 
4,744  00 
13,284  00 
1,310  00 
252  00 
234  00 
20,595  00 
101,454  00 
1,862  00 
2,000  00 


$148,588  00 


Division  No.  10. 

Extending  from  Marion  to  Marlborough,  lilS  miles  from  the  city 

of  Cleveland. 


65,600  do  do  in  embankmt 
4  stone  culverts,  3  feet  cord, 

2  do  do  6  do  do 
10  I'oad  crossings 
15  farm  do  - 
12  sections  superstructure 
12  do  rail,  spike,  chairs,  i 
1,200  feet  side  track,  plate  rail 


at 

$250 

per 

section 

3,000 

00 

at 

8  cents  per 

yard 

2,403 

00 

at 

9  ” 

55 

55 

5,904 

00 

at 

$131 

as  pr 

est. 

E 

524 

00 

at 

335 

55 

55 

F 

670 

00 

at 

14 

55 

55 

C 

140 

00 

at 

9 

55 

55 

D 

135 

00 

at 

1,624 

55 

55 

A 

19,438 

00 

at 

8,000 

55 

55 

B 

96,000 

00 

at 

5.460 

55 

55 

H 

1,243 

00 

house,  &c. 

- 

1,850 

00 

131,362  00 


i 


Division  No.  11. 

Extending  from  Marlborough  to  Delaware,  123^  miles  from  the 

city  of  Cleveland, 


12  sections  cleared  and  grubbed, 
46,000  cubic  yards  in  excavations, 
60,100  do  do  in  embankments, 
6  stone  culverts,  3  feet  cord, 

4  do  do  6  do  do 

1  do  do  10  do  do 

12  road  crossings  -  ,  - 
28  farm  do  .  .  - 

12  sections  superstructure 
12  do  rail,  spike,  chairs,  &c. 
1,800  feet  side  track,  plate  rail 
Turn  outs,  turn  table,  scales,  water 

I 


at 

$250 

per  section 

3,000 

00 

at 

8  cents  per 

’  yard 

3,680 

00 

at 

9  ” 

)> 

)) 

5,409 

00 

at 

$131 

as  pr 

est. 

E 

786 

00 

at 

335 

jj 

j) 

F 

1,340 

00 

at 

989 

5  J 

j) 

G 

989 

00 

at 

14 

?? 

55 

C 

168 

00 

at 

9 

JJ 

D 

252 

00 

at 

1,624 

5? 

)) 

A 

19,488 

00 

at 

8,000 

5J 

B 

96,000 

00 

at 

5,460 

}) 

11 

1,862 

00 

house,  &c. 

- 

2,000 

00 

134,974 

00 

Division  No.  12. 

Extending  from  Delaware  to  county  line,  ISSg^  miles  from  the 

city  of  Cleveland. 


J2  sections  cleared  and  grubbed, 

95.400  cubic  yards  in  excavations, 

161.400  do  do  in  embankments, 

Bridge  over  Olentangy 
7  stone  culverts,  3  feet  cord 
4  do  do  6  do  do 

1  do  do  1 0  do  do 

18  road  crossings 
26  farm  do 
12  sections  superstructure 
12  do  rail,  spike,  chairs,  &c 
1,200  feet  side  track,  plate  rail 
Turn  outs,  turn  table,  scales,  water 


at 

o 

o 

per  section 

2,400 

00 

at 

7  cents  per 

ya 

rd 

6,678 

00 

,  at 

8  ” 

7) 

12,912 

00 

• 

. 

4.300 

00 

at 

$131 

as  pr 

est. 

E 

917 

00 

at 

335 

5) 

F 

1,340 

00 

at 

989 

)J 

77 

G 

989 

00 

at 

14 

)) 

77 

C 

2.52 

00 

at 

9 

77 

D 

234 

00 

at : 

1,624 

ij 

77 

A 

19,488 

00 

at  i 

3,000 

77 

B 

96,000 

00 

at  i 

3,460 

77 

II 

1,243 

00 

house,  &c. 

• 

1,850 

00 

$148,603  00 


I 


Division  No.  13. 


Extending  from  County  Line  to  Columbus^  miles  from  the  city 

Cleveland. 


12S  sections  cleared  and  grubbed,  at  $200  per  section, 
249,800  cubic  yards  in  excavations,  at  7  cts  per  yard, 
246,600  do.  do.  in  embankments,  at  8  cts  pr  do. 

10  stone  culverts,  3  feet  cord,  -  at  $131  as  per  est.  E 

6  do.  do.  6  do.  do.  -  at  335  “  “  F 

4  do.  do.  10  do.  do.  -  at  989  “  “  G 

10  road  crossings,  -  -  at  14  “  “  C 

24  farm  do.  -  -  -  at  9  “  “  D 

125^*  sections  super^tructure,  -  at  1624  “  “  A 

spike,  chairs,  &c.  at  8000  “  “  B 


2,446  00 
17,486  » 
19,728  » 
1,310  » 
2,010  “ 
3,956  “ 
140  “ 
216  » 
19,864  » 
97,850  “ 


$165,006  00 


See  Abstract  Estimate  of  Marion  Line. 


34 


ESTIMATE  OF  THE  ELYRIA  LINE. 


Division  No.  1. 

Extending  from  the  city  of  Cleveland  to  the  town  of  Olmslead^  14  J 

miles. 


14^  sections  cleared  and  grubbed,  at  $200  per  section, 
260,000  cubic  yards  in  excavations,  at  7  cts  per  yard, 
289,700  do.  do.  in  embankments,  at  7  cts  pr  do. 
Draw  bridge  over  Cuyahoga  river, 

Bridge  over  road  in  Walworth  run, 

Do.  “  east  branch  of  Rocky  river, 

10  stone  culverts,  3  feet  cord,  at  $131  00  as  pr  est 
3  do  do  6  do  do 
18  road  crossings 
28  farm  do  -  -  - 

141  sections  superstructure, 

121  do.  rail,  spike,  chairs,  &c.  at  8000  OO 
1200  feet  side  track,  plate  rail,  at  5460  00 
Turn  outs,  turn  table,  scales,  water  house,  &:c 


2,900  00 


at  335  00 
at  14  00 
at  9  00 
at  1624  00 


18,200  •• 
20,279  •• 

6,800  •• 

610  •• 

• 

8,300  •• 

E 

1,310  - 

F 

1,005  •• 

C 

2.52  •• 

D 

252  •• 

A 

23,548  •• 

B  116,000  •• 

H 

1,243  •• 

•  1,680  •• 

$202,41*9  00 

Division  No.  2. 

Extending  from  Olmstead  to  Elyria,  261  miles  from  the  city  of 

Cleveland. 


12  sections  cleared  and  grubbed  at  $250  per  section, 
46,400  cubic  yards  in  excavations  at  8  cents  per  yard, 
72,800  do.  do.  in  embankments  at  9  cts  per  do 
Bridge  over  west  branch  Rocky  river 
do  do  Plum  creek,  ..... 
do  do  east  branch  Black  river, 

6  stone  culverts,  3  feet  cord, 

4  do  do  6  do  do  - 
10  road  crossings 
21  farm  do  -  - 

12  sections  superstructure 
12  do  rail,  spike,  chairs,  &c.  at  SOOO  00 
1200  ft  side  track  with  plate  rail  at  5460  00 
Turn  outs,  turn  table,  scales,  water  house,  &c. 


at  335  00 
at  14  00 
at  9  00 
at  1624  00 


- 

3,000  00 

3,712  •• 

- 

6,552  •• 

8,500  •• 

400  •• 

10,800  •• 

E 

786  •• 

F 

2,010  •• 

C 

140  •• 

D 

189  •• 

A 

19,488  •• 

B 

96,000  •• 

H 

1,243  •• 

2,000  •• 

$154,820  ( 0 

35 


Division  No.  3. 


Extending  from  Elyria  to  Oherlin^  34J  miles  from  the  city  of 

Clev  land. 


3  sections  cleared  and  grubbed  at  $250  per  section 
63.100  cubic  yards  in  excavations  at  8  cents  per  yard, 
114.300  do  do  in  embankments  at  9  cts  per  do 
Bridge  over  west  branch  Black  river, 

8  stone  culverts,  3  feet  cord,  -  at  $131  00  as  pr  est.  E 

4  do  do  6  do  do  -  at  335  00  ••  *•  F 

16  road  crossings  -  at  14  00  ••  •*  C 

22  farm  do  -  -  at  9  00  ••  ••  D 

8  sections  superstructure  -  at  1624  00  ••  ••  A 

8  do  rail,  spike,  chairs,  &;c.  at  8000  00  ••  ••  B 
1200  ft  side  track  with  plate  rail,  at  5460  00  ••  **  H 
Turn  outs,  turn  table,  scales,  water  house,  &;c. 


2,000  00 
5,048  00 
10,287  00 
12,800  00 
1,048  00 
1,340  00 
224  00 
198  00 
12,992  00 
64,000  00 
1,243  00 
1,600  00 


$112,789  00 


Division  No.  4. 


Extending  from  Oberlin  to  Brighton.,  431  miles  from  the  city  of 

Cleveland. 


9  sections  cleared  and  grubbed  at  $250  per  section, 
43.300  cubic  yards  in  excavations  at  8  cents  per  yard, 
98.500  do  do  in  embankments  at  9  cts  per  do 

8  stone  culverts,  8  feet  cord,  -  at  $131  00  as  pr  est.  E 

4  do  do  6  do  do  -  at  335  00  ••  ••  F 

3  do  do  10  do  do  -  at  989  00  ••  *•  G 

6  road  crossings  -  at  14  00  ••  ••  C 

12  farm  do  -  -  at  9  00  ••  ••  D 

9  sections  superstructure,  -  at  1624  00  ••  *•  A 

9  do  rail,  spike,  chairs,  &c.  at  8000  00  ••  *•  B 

1200  ft  side  track  with  plate  rail  at  5460  00  ••  H 

Turn  outs,  turn  table,  scales,  water  house,  &c. 


2.250  00 
3.464  00 
8.635  00 
1,048  00 
1.340  00 
2.967  00 
84  00 
108  00 
14.616  00 
72.000  00 
1.243  00 
1.600  00 


r- 


$109,405  00 


36 


Division  No.  5. 

Extending  from  Brighton  to  New  London^  5H  miles  from  the  city  of 

Cleveland. 


8  sections  cleared  and  grubbed  at  $250  per  section  -  2.000  00 

81.700  cubic  yards  in  excavations  at  8  cents  per  yard,  6.536  00 


67.200  do  do  in  embankments 
8  stone  culverts,  3  feet  cord,  -  at 
3  do  do  6  do  do  -  at 
2  do  do  10  do  do  -  at 

12  road  crossings  -  .  at 

16  farm  do  -  .  -  at 

8  sections  superstructure  -  at 
8  do  rail,  spike,  chairs,  &c.  at 
1200  ft.  side  track  with  plate  rail  at 
Turn  outs,  turn  table,  scales,  water 


at  9 

cts  per 

do 

6.048 

00 

$131 

00  as  per  est  E 

1.048 

00 

335 

00  •• 

F 

1.005 

00 

989 

00  •• 

G 

1.978 

00 

14 

00  •• 

C 

168 

00 

9 

00  •• 

D 

144 

00 

1624 

00  •• 

A 

12.992 

00 

8000 

00  •• 

•  • 

B 

64.000 

00 

5460 

00  •• 

•  • 

H 

1.243 

00 

house 

,  &c. 

- 

1.600 

00 

$98,762 

00 

See  Abstract  Estimate  of  Elyria  Line. 


V  • 


37 


ESTIMATE  OF  THE  WOOSTER  LINE. 

Division  No.  1. 


Extending  from  the  Cuyahoga  river  in  the  city  of  Cleveland  to  the 

village  of  Berea^  13  miles. 


13  sections  cleared  and  grubbed  at  $225  per  section  -  2.925 

250.100  cubic  yards  in  excavations  at  7  cents  per  yard  17.507 
221.300  do  do  in  embankments  at  7  cts  per  do  15.497 

1  draw  bridge  over  Cuyahoga  river  -  -  3.800 

1  road  bridge  over  Walworth  run,  -  -  -  640 

8  stone  culverts,  3  feet  cord,  -  at  $131  00  as  pr  est.  E  1.048 

2  do  do  6  do  do  -  at  335  00  ••  ••  F  670 

18  road  crossings  -  at  14  00  ••  ••  C  252 

28  farm  do  -  -  at  9  00  *•  *•  D  252 

13  sections  superstructure  -  at  1624  00  ••  ••  A.  21.112 

13  do  rail,  spike,  chairs,  &;c.  at  8000  OO  ••  **  B  104.000 

1200  ft  side  track  with  plate  rail  at  5460  OO  ••  ••  H  1.243 

Turn  outs,  turn  table,  scales,  water  house,  &c.  -  1.680 


00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 


$170,620  00 


Division  No.  2. 

Extending  from  the  village  of  Berea  to  the  town  of 

miles  from  the  city  of  Cleveland. 

10  sections  cleared  and  grubbed  at  $200  per  section 
80.300  cubic  yards  in  excavations  at  8  cents  per  yard, 
98.100  do.  do.  in  embankments  at  9  cts.  per  do. 
Bridge  over  east  branch  Rocky  river  in  Berea,  - 
Do.  ••  west  ••  ••  ••  in  Columbia, 

3  stone  culverts,  3  feet  cord,  .  at  $131  00  as  pr  est.  E 
5  do  do  6  do  do  -  at  335  00  ••  ••  F 

14  road  crassings  -  at  14  00  ••  ••  C 

20  farm  do.  -  -  -  at  9  00  ••  ••  D 

10  sections  superstructure  -  at  1624  00  ••  ••  A 

10  do.  rail,  spike,  chairs,  &c.  at  8000  00  B 

1200  ft.  side  track  with  plate  rail  at  5460  00  ••  ••  H 

Turn  outs,  turn  table,  scales,  water  house,  &c. 


Grafton^ 


2.000 

6.424 

8.829 

8.800 

10.600 

393 

1.675 

196 

180 

16.240 

80.000 

1.243 

1.500 


23 


00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 


$138,080  00 


38 


Division  No.  3. 


city  of  Cleveland, 

9  sections  cleared  and  grubbed,  at  $250  per  section,  - 
65.200  cubic  yards  in  excavations,  at  8  cents  per  yard, 
93.000  do.  do.  in  embankments,  at  Sets  per  do. 

8  stone  culverts,  3  feet  cord,  -  at  $131  00  as  pr  est. 

10  road  crossings,  -  -  at  14  00 

14  farm  do  -  -  at  9  00 

9  sections  superstructure  -  at  1624  00 
9  do.  rail,  spike,  chairs,  &c.  at  8000  00 
1200  ft.  side  track  with  plate  rail,  at  5460  00 
Turn  outs,  turn  table,  scales,  water  house,  &;c. 


miles  from 

the 

2.250 

00 

5.216 

00 

7.440 

00 

E 

1.048 

(0 

C 

140 

00 

D 

126 

00 

A 

14.616 

00 

B 

72.000 

CO 

H 

1.243 

CO 

1.660 

00 

$105.7.59 

00 

Division  No.  4. 

Extending  from  the  Black  River  Summit  to  Harrisville,  40  miles 

from  the  city  of  Cleveland. 

8  sections  cleared  and  grubbed  at  $250  per  section 
107.300  cubic  yards  in  excavations  at  8  cts  per  yd. 

78.100  do  do  in  embankments  at8  cts  pr  do. 


5  stone  culverts,  3  feet  cord, 

4  da  do  6  do  do 
12  road  crossings 
20  farm  do 
8  sections  superstructure 
8  de  rail,  spike,  chairs,  &c. 
1800  feetsiie  track  with  plate  rail 


at  $131  as  pr  est  E 


at  335 
at  14 
at  9 
at  1624 
a«  8  )00 
at  5480 


F 

C 

D 

A 

B 

H 


Turn  outs,  turn  table,  scales,  water  house,  (fee. 


2.000  00 
8.584  00 
6.248  00 
786  00 
1.340  00 
168  00 
181)  00 
12.992  00 
64.000  00 
1.861  00 
2.000  00 

$100,160  00 


39 


V 


Division  No.  5. 

Extending  from  Harrisville  to  Town  Line,  49  miles  from  the  city  of 

Cleveland. 


9  sections  cleared  and  grubbed  at  $'200  per  section, 
115.7(U)  cubic  yards  in  excavations  at  8  cents  per  yard, 
79.300  do  do  in  embankments  at  8  do  do 


10  stone  culverts,  3  feet  cord, 

6  do  do  6  do  do 
12  road  crossings  .  -  - 

28  farm  do  -  -  - 

9  sections  superstructure 
9  do  rail,  spike,  chairs,  &c. 

120(<  feet  side  track  with  plate  rail  at  5460 
Turn  outs,  turn  table,  scales,  water  house,  &c. 


at  $131  as  pr  est. 
at  335 
at  14 
at  9 
at  1624 
at  8000 


E 

F 

C 

D 

A 

B 

H 


1.800  00 
9.256  •• 
7.044  •• 
1.310  •• 
2.010  •• 
468  •• 
252  •• 
14.616  •• 
72.000  •• 
1.243  •• 
1.680  •• 


$111,379  00 


Division  No.  6. 

Extending  from  Town  Lane  to  Wooster,  58  miles  from  the  city  of 

Cleveland. 


9  sections  cleared  and  grubbed  at  $200  per  section,  -  1.800 

114.300  cubic  yards  in  excavations  at  8  cents  per  yard,  9.144 

97.600  do  do  in  embankments  at  8  do  do.  7.808 

16  stone  culverts,  3  feet  cord,  -  at  $131  asprest.  E  2.096 
9  do  do  6  do  do  -  at  335  ••  ••  F  3.015 

4  do  do  10  do  do  -  at  989  ••  ••  G  3.956 

16  road  crossings  -  -  -  at  14  ••  ••  C  224 

28  farm  do  -  -  -  at  9  ••  •*  D  252 

9  sections  superstructure  -  at  1624  ••  ••  A  14.616 

9  do  rail,  spike,  chairs,  &c.  at  8000  ••  ••  B  72.000 

1800  feet  side  track,  with  plate  rail,  at  5460  ••  ••  H  1.862 

Turn  outs,  turn  table,  scales,  water  house,  &c.  -  2,000 


00 


$118,773  00 


$ 


I 


40 


Division  No.  7. 

Extending  from  Wooster  to  SeiberVs  Mill,  64  miles  from  the  city  of 

Cleveland. 


6  sections  cleared  and  grubbed  at  $200  per  section, 


41.300  do  do.  inembankiTK 
Bridge  over  Apple  creek, 
do.  do.  Killbuck,  do. 

6  stone  culverts,  3  feet  cord, 

4  do  do  6  do  do 

2  do  do  10  do  do 

18  road  crossings 
26  farm  do  -  .  - 

6  sections  superstructure 
6  do.  rail,  spike,  chairs,  &c. 


1.200  00 


Lt  8  cents  per  yard. 

8(»8 

at  8  do  do 

- 

3.304 

- 

1.2t)0 

- 

• 

1.800 

at  $131  aspr 

est.  E 

786 

at  335 

..  F 

1.340 

at  989 

••  G 

1.978 

at  14 

••  C 

252 

at  9  •• 

••  D 

234 

at  1624  •• 

••  A 

9.744 

at  8000  •• 

••  B 

48.000 

at  5460  •• 

••  H 

1.243 

house,  &c. 

- 

1.600 

$73,489  00 


Division  No.  8. 

Extending  from  SeiherVs  Mill  to  Loudonville,  79  miles  from  the  city 

of  Cleveland. 


at  $131  as  pr  est.  E 


15  sections  cleared  and  grubbed,  at  $200  per  section,  - 
198.100  cubic  yards  in  excavations,  at  7  cents  per  yard, 
174.700  do  do  in  embankments,  at  7  do  do 
Bridge  over  Lake  Fork  Mohican, 

6  stone  culverts,  3  feet  cord, 

5  do  do  6  do  do 

4  do  do  10  do  do 
12  road  crossings, 

24  farm  do. 

15  sections  superstructure,  -  at  1624 

15  do.  rail,  spike,  chairs,  &c.  at  8000 

1800  feet  side  track,  with  plate  rail,  at  5460 
Turn  outs,  turn  table,  scales,  water  house,  &c. 


at 

at 

at 

at 


335 

989 

14 

9 


F 

G 

C 

D 

A 

B 

H 


3.000 

13.867 

12.229 

1.600 

786 

1.675 

3.956 

168 

216 

24.360 

120.COO 

1.862 

2.000 


00 


$185,719  00 


41 


Division  No.  9. 

Extending  from  LoudonvUle  to  Schenck's  creek  Summit^  92  miles 

from  the  city  of  Cleveland. 


at  $131  as  pr  est.  E 


13  sections  cleared  and  grubbed  at  $225  per  section, 
229.3. )0  cubic  yards  in  excavations,  at  7  cents  per  yard, 
218.490  do  do  in  embinknients,  at  7  do  do 
Bridge  over  Black  Fork  Mohican,  .  .  - 

do  do  Clear  Fork  do  -  -  -  - 

8  stone  culverts,  3  feet  cord, 

6  do  do  6  do  do 

3  do  do  19  do  do 

8  road  crossings,  ... 

28  farm  do  -  -  -  - 

13  sections  superstructure, 

13  rail,  spike,  chairs,  &c. 

1209  feet  side  track,  with  plate  rail. 


at 

at 

at 

at 


335 

689 

14 

9 


at  1624 
at  8(MI0 
at  5460 


Turn  outs,  turn  table,  scales,  water  house,  &c. 


F 

G 

C 

D 

A 

B 

H 


2.925 

15.421 

15.288 

1.609 

1.690 

1.048 

2.010 

2.967 

112 

252 

21.112 

i()4.o:)0 

1.243 

1.890 


00 


$171,378  00 


Division  No.  10. 

Extending  from  Schenck's  creek  to  Mount  Vernon,  105  miles  from  the 

city  of  'Cleveland. 


3.250  00 


216.499  do  do.  in  embankment 
8  stone  culverts,  3  feet  cord, 

5  do  do  6  do  do 

4  do  do  10  do  do 

26  road  crossings 
39  farm  do  -  -  - 

13  sections  superstructure 
13  do.  rail,  spike,  chairs,  &c. 

1890  feet  side  track,  with  plate  rail. 

Turn  outs,  turn  table,  scales,  water  house,  &c. 


at  7  cents  per  yard, 
ts,  at  7  do  do 

14.399 

15.148 

at  $131  as  pr 

est.  E 

1.948 

at  335 

•  • 

..  F 

1.675 

at  989 

•  • 

••  G 

3.956 

at  14 

•  • 

••  C 

364 

at  9 

•  • 

••  D 

279 

at  1624 

•  • 

••  A 

21.112 

at  8900 

•  • 

••  B  194.990 

at  5460 
house,  &c. 

•  • 

••  H 

1.862 

2.990 

$169,984  00 


42 


Division  No.  11. 

Extending  from  Mount  Vernon  to  Hartford,  118  miles  from  the  city 

of  Cleveland. 


13  sections  cleared  and  grubbed,  at  $250  per  section 
220,900  cubic  yards  in  excavations,  at  7  cents  per  yard 
172,500  ”  ”  in  embankme 

Bridge  over  Vernon  River 

do.  do.  North  Fork  Licking, 

10  Stone  Culverts,  3  feet  cord  - 
6  do  do  6  do  do 

2  do  do  10  do  do 

20  Road  Crossings 
28  Farm  do  -  -  - 

13  sections  superstructure 
13  do  rail,  spike,  chairs,  &c. 

1,200  feet  side  track,  plate  rail 


3,250  00 
15,463  00 


Its,  at  8  ” 

55 

55 

13,800 

00 

- 

• 

- 

4,200 

00 

m  m 

- 

1,675 

00 

at  $131  as  pr 

est 

.  E 

1,310 

00 

at  335 

55 

55 

F 

2,010 

00 

at  989 

55 

55 

G 

1,978 

00 

at  14 

55 

55 

C 

280 

00 

at  9 

55 

55 

D 

252 

00 

at  1,624 

55 

55 

A 

21,112 

GO 

at  8,000 

55 

55 

B 

104,000 

00 

at  5,460 

55 

55 

H 

1,243 

00 

house,  &c 

- 

• 

1,240 

00 

$171,813  00 


Division  No.  12. 

Extending  from  Hartford  to  Blendon,  133  miles  from  the  city  of 

Cleveland. 


>> 


}> 


}> 


15  sections  cleared  and  grubbed,  at  $250  per  section 
146,400  cubic  yards  in  excavations,  at  7  cents  per  yard 
128,100  do  do  in  embankments, at  8 
Bridge  over  Big  Walnut, 

8  Stone  Culverts,  3  feet  cord 

do  do 
do  do 


G  do  do  6  do  do  -  at  335 

3  do  do  10  do  do  -  at  989 

16  Road  Crossings  -  -  -  at  14 

24  Farm  do  -  -  -  at  9 

15  sections  superstructure  -  -  at  1624 

15  do  rail,  spike,  chairs,  &c.  at  8000 
1200  feet  side  track  with  plate  rail  at  5460 
Turn  outs,  turn  table,  scales,  water  house,  &;c 


at  $131  as  pr  est.  E 


55 


55 


55 

55 


55 


55 


55 


55 


55 

55 


55 


55 


3,750  00 
10,248  00 
10,248  00 
11,500  00 
1,048  00 
F  2,010  00 
G  2,967  00 
C  224  00 
D  216  00 
A  24,360  00 
B  120.000  00 
H  1,243  00 
1,680  00 

189,494  00 


Division  No.  13. 


18  road  crossings,  -  -  - 

30  farm  do.  -  -  - 

llS  sections  superstructure. 

11  S  rail,  spike,  chairs,  &;c. 


2,400  00 
10,514  00 
6,909  00 
8,800  00 
1.310  00 
2,010  00 
1,978  00 
252  00 

at  9  ”  ”  D  270  00 

at  1624  ”  ”  A  19,073  00 

at  8000  ”  B  93,955  00 


$147,471  00 


Extending  from  Blendonto  the  city  of  CoIumluSy  144  miles  3930  feei 

from  the  city  of  Cleveland. 

llSsections  cleared  and  grubbed,  -  .  - 

150,200  cubic  yds.  in  excavations,  at  7  cts  per  yard, 

98,700  do.  do.  in  embankments,  at  7  cts  pr  do. 

Bridge  over  Alum  Creek,  .  .  .  -  . 

10  stone  culverts,  3  feet  cord,  -  at$131  as  pr  est.  E 

6  do.  do.  6  do.  do.  -  at  335  ”  F 

2  do.  do.  10  do.  do.  -  at  989  ”  ”  G 

at  14  ”  »  C 


See  Abstract  Estimate  of  Wooster  Line. 


44 


ESTIMATE  OF  THE  MILLERSBURG  LINE. 

Division  No.  8. 

Extending  from  SeiherVs  Mill  to  the  town  of  Millershurg,  77 
miles  from  the  city  of  Cleveland. 

13  sections  cleared  and  grubbed,  at  $250  per  section, 

28,800  cub.  yds.  in  excavations,  at  7  cts.  per  yard,  - 
152,000  “  “  in  embankments,  at  81  “  “  “  - 

Bridging  over  Killbuck,  .  .  .  .  . 

8  stone  culverts,  3  ft  c’rd,  at  131  00,  as  per  estimate 

10  “  “  6  “  “  at  335  00 

2  “  “  10  “  at  989  00 

14  Road  crossings,  -  -  at  14  00 

24  Farm  do.  -  -  “  9  00 

13  sections  superstructure,  1624  00 
13  do.  rails,  spike,  ch’rs.&c.  8000  00 
1800  ftsidetr’k  with  plate  rail  5460  00 
Turn  outs,  turn  table,  scales,  water  house,  &c. 


(( 

;( 

u 

u 

(( 

c: 


u 

(( 

(( 

(( 

a 

c 

C( 


(( 

(( 

u 

u 

a 

(C 


• 

3,250 

00 

. 

1,456 

00 

• 

12,920 

00 

4,200 

00 

E, 

1,048 

00 

F, 

3,350 

00 

G, 

1,978 

00 

C, 

196 

00 

D, 

216 

00 

A, 

21.112 

00 

B, 

104,000 

00 

H, 

1,862 

00 

2,000 

00 

$157,588 

00 

Division  No.  9. 

Extending  from  Millershurg  to  Mount  Holley^  97  miles  from 

the  city  of  Cleveland. 


20  sections  cleared  and  grubbed,  at  $250  per  section,  - 
348,500  cub.  yds.  in  excavations,  at  7  cts.  per  yard,  - 
510,900  do.  do.  in  embankments,  “  9  “  “  “  .  . 

42,200  do.  do.  in  rock  excavation  in  tunnel,  at  $1,25 
per  yard 


5,000  00 
24,395  00 
45,981  00 


Bridging  over  Killbuck, 

2  stone  culverts,  3  feet  cord, 

5  do  do  6  do  do 

2  do  do  10  do  do 

16  Road  crossings, 

26  Farm  do.  -  -  - 

20  sections  superstructure, 

20  do.  rail,  spike,  chairs,  &c. 
1800  ft.  side  track,  with  plate  rail, 


at  $131  as  pr  est.  E 

at  335  ”  ”  F 

989  ”  ”  G 

14  asprest.  C, 
“  “  “  D, 


at 

at 

at 

at 


9 

1624 
at  8000 
at  5460 


u 

u  u 
(i  ((  u 
((  (( 


Turn  outs,  turn  tables,  scales,  water  house,  A:c. 


57,750  00 
6,800  00 
262  00 
1,675  00 
1,978  00 
224  00 
234  00 
A,  32,480  00 
B  160,000  00 
H,  1,862  00 
-  1,800  00 

$340,441  00 


45 


Division  No.  10. 


Extending  from  Mount  Holley  to  Mount  Vernon^  \  \4^^^miles from  the 

city  of  Cleveland. 


17^0  sections  cleared  and  grubbed,  at  $250  per  section 
123,000  cubic  yards  in  excavations,  at  8  cents  per  yard 
119,400  do  do  in  embankments,  at  9  ”  ”  ” 

Bridges  over  branches  of  the  Mohican,  -  .  - 

4  stone  culverts,  3  feet  cord  -  at  $131  aspr  est.  E 


2  do  do  6  do  do 

3  do  do  1 0  do  do 

16  road  crossings 
22  farm  do 
172  sections  superstructure 


at 

at 

at 

at 


335 

989 

14 

9 


)> 

)> 

}) 


at  1.624  ” 


172  do  rail,  spike,  chairs,  &c  at  8,000 


1,800  feet  side  track,  plate  rail  at  5,460 
Turn  outs,  turn  table,  scales,  water  house, 


5> 


J) 


55 


55 


55 


55 


4,345  00 
9,840  00 
10,746  00 
3,000  00 
524  00 
F  670  00 
G  2,967  00 
C  224  00 
D  198  00 
A  33.760  00 
B  139,030  00 
H  1,862  00 
1,800  00 

$208,966  00 


See  Abstract  Estimate  of  Miller shurg  Line, 


\ 


/ 


A 


\ 


ABSTRACT  ESTIMATE  OF  THE  ASHLAND  LINE, 

Passing  through  Berea^  Columiia^  Harrisviile,  Ashland^  and  Pranklin. 


46 


O 

o 

o 

05 

d 

c 

TO 


ooooooooooooooo 

ooooooooooooooo 


22^000-^0005 
5-^00  —  loo-^o 
— 'COOOTOTOCO-^ 

csoooooooaoo 

ttfl^TOOOODTOOir^ 


C4 

TO  - 

CO  cc  1' 


00  O 

o  o  —< 

05  OD 


o  o 
o  o 
o  o 


O  CO  ^  04  05  TO  lO 


o 

o 

1 

TO 

O 

05 

o 

1 

1 

o 

TO 

o 

! 

CO 

04 


o 

o 

CO 

TO 


STOTO04'^J-r-l^005C4C<4040 

^i-HOtTO-^iOCOt^OO-HC^TO-^ 


^  o 

&-I 


•  •  i 

«  •  I 

I 

^  ^  ^  i 

«  E  »  E  I 


I 


<u 


O  O 

CO  CO 
C4  -74 


o 

o 

CO 

TO 


S  TO 


OC5C4TOOOTOaOTOOOaD 


*  • 

^  d  .  .  ’ 

*  . 

^  s'. 

*  eS  '  • 

O  4  fli  • 

.  c  c  •  .Ss 

O  •— I  O' 

z  ’  ;s  s  ,  • 

<J  ,  o  . 

^  '^c5  •  * 

W  tj  .  i: 

5  s  ^  =  ;£  S'  •  '  2 

o’  m  3  •  ‘  "I 

^  -C  -5^  no  •  s 

?!  «  "  O  CJ  c  ,  ^ 

ft  .  Cj  “  •  5?  o  O 

g  •  ^ aj/2  .  •  o 

fe-l  t*-.  'C  ^ 

^  O  ^  O  o  -  o 

C-*“*  "0(JLi*j  '—O 

SjSSOrt-iijSC'-^  »J  C  p  irr 

O'—  S'^’O  CJ  c'O  3  *^---  -z  ^ 

OJt,—  i-4**-»C_c^ 

P5  O  02  <  CQ  02  a  a  ffi  72  *5 

?!;^04TO'xtl0C0t-aD05O-^C4TO 

Q  ^  ^  ^ 

5^ . 


-'O 

^  s 

^  d 

s< 

•-  © 

5  d 

72  £ 

• 

"c  « 
u 

bog, 

-  2 


05 

o 

QJ  ^ 


'O 

c 

d 


C  -  ^  3 

n  - 


I  a,  cs 

tm 

CC  t-| 

• 

o  ^ 

eo.o: 

^-5 
.£  c 
y  o: 

C  C  £ 

o  ^ 

~  ©  |S 
"TS  a-^g 

c  3  o 

£3  72  ^ 

d  fcO"^ 

^  c  <=> 

U.  "(O 

r  o  o 

C  o  u 

*->  c  „ 
S)'5d5 

-CO 

WH 


o 

c 

a 


© 


a 


'*  ^  ••  I 


© 


^  i! 


© 

C, 

*-> 

05 

8  - 

© 

to 

d 


© 

> 

< 


**  ii 


385 


abstract  estimate  of  the  WOOSTER  LINE, 

Passing  through  Berea,  Columbia,  Harrisville,  Wooster,  LoudonmUe  and  Mt.  Vernon. 


47 


O 

o 

c 

05 

rti 

r* 

CO 

0' 


OOOOOCDOOOOOOOOO 

OOOOOOOOOOOOOOO 

SOOC5005C005C500'^CO’^-^00 
®0^QDlOcc^-^-aD^-Hr^QD,— losr^oo 
COOJ^f-iCOt^^r^CCOGD'^'^OO 

05  I— I  05 

CO  X)  CO  iC 


eS  O  X  »(0  O 
■g  CO  o  o 

^  f-H 


#'  •N  _ 

QD  CO  lO  I 
rH  1-  QD  r- 


5«  CO 


CO  (N  O  05  OD  05 
(M  CO  'Cf*  ^  »0  CD 


(M  lO  X  CO 
^  w  CO 


o 

CO 

05 

« 


o 

o 

05 

(M 

05 

r» 

E 


o 

o 

CO 

co" 


^  V# 


^  N# 


<u 

as 

V 


o 

CO 

05 

CO 


CO 


05aD05a5CDlOC0C0C0iO 


u 
(U 
> 
•  ^ 

Qi 


D 

sT, 

< 

-3 

> 

14 

-3 

o 

o 

as 


-34 

o 

rs 

CG 


o 

I  ^ 

"o 

c: 

ctf 

•  PQ 

-«-> 

Vi 

cS 

•  w 


© 


^  -2 


<D 

<a 

o 

05 

•N 

-34 

o 

c 

© 

-C 

o 

'CC 


t- 

© 


Vi 


C£ 

© 

© 

o 


-2  G 
-  ^  .04  -G 
C  .G  > 

S  £  •-  G 

C3  £  i  ^ 

O  CQ  tlj  ^  CO 


> 

g  ©  .^ 
0:5  = 


r  o 


G 

■ljl§ 

s  . 

5  ^ 

02  ^  CQ 

s#  V#  ^ 


Vi 
G 
-D 

£ 

G  *a 

o  = 
- 

'*r^ 

o 


fHC^C0^iGC0t^X05O>— iC?cO 

rH  I— )  rH 


r»  #* 

• »  s 


£ 

U  G 

G  <, 

1 

.2  Qj 

^  G 

M  £ 

s* 

'2 

G  o 

t. 

bo  G 

G 

5 

.£ 

fc-  rz3 

SS 

P-  £ 

/i: 

© 

©  2 

Qa 

PG 

-o 

c 

G 


o 

- 

be 

be.S  - 
c  "G  « 
c 

O  o 


Vi 
© 

G  £ 

©  II 

be'^ 
G  O 
’G  ♦-> 

Sc  ^ 
©  o 
©  y 
£ 


© 


•5 

•  p"*  c  o 
Cd  K  H 


© 


Vi  ^ 
C  '* 

y 

© 

bo 

£ 

© 

> 

< 


■Ji  . 


-  H,  -  1  9268  00 


ABSTRACT  ESTIMATE  OF  THE  MARION  LINE, 

Passing  through  Berea,  Wellington,  Nexo  Jjondon,  Marion,  and  Delaware, 


48 


OD 

OD 

r* 


ooooooocooooooo 

.000000000000000 

;2c^'^-hOCOi7}CCOODOI^OOOO 

000— 'ocoi— 'ooniocoooooo 


c3  O  F'  ^  •rJiO'^Oab-H'^tiQDiOO 


o 
o 

O  ' 
IC 


'Tt 

'TJ 

CO 


3d 


o 

o 

o 

CO 


Cl 

00 


5« 

Qd  •' 


lO  ^  0  d 

d  CO  CO  CO 


IC 

I- 


05 
00  05 


CO  >0  «■- 
d  50 


o 

&- 


<3d 

3d 

CS4 


o 

o 

CO 

CO 


Tt< 

d 

d 


^codcocDdcocodddddd 


•  '  •  •  •  ' 

« 

» 

I  •  • 

•  I 

Q  •  •  .  •  .  •  • 

,  • 

w  •  •  ' 

>  •  I  w, 

B  .  •  P 

B 

^  •  •  •  .  S 

S  ^  ‘  .  •  O 

2  ,  .  c  cTO 

£  »r=-§  •  «  .£<- 

^  B  G  ^ 

CtsOOg^  '•‘-b 

^  ^  2  c  h-3  §  §  5  S  i 

2ri«dcO'TiOcot^aD050pHdco 

Q  1-^  ^  rH  1-^ 

?  d  .  . . 

. 

-5 


•  00  r— I 

I— (  ^ 


'T3 
G 
^  c3 

05 
G 
_o 

m 

'T3 
G 
ei 


CS 

-c 

5 


cn 
Q 

O 

£ 

• 

(fl 
05 

U 
05 

bo  ^ 
c  ^ 

1  i  CO 

.£  ^ 
fir  ^ 

cu  *-« 

c/rH 

• 

^  05 
C  -C 

^  W)‘> 
bo  = 

.£^  S 

^  B’B 

05  c  S 

r-r  ^ 

’u  5S 
t3  OJ  535 
a  G-t^ 
a  G  Tt 
>02  ^ 

^  hn'— 

s  c  ° 

Ch  05 

03  O 
O  05  05 

.I'll 

He-* 


05 

*-> 

r» 


05 


u 

05  :: 

o. 

4-> 

CO 

o  :: 

o  *' 
05 

bo 

CO 

05  '' 


Plate”  ”  ”  .  FT,  1  I  $»9.1()0  00 


ABSTRACT  ESTIMATE  OF  THE  ELYRIA  LINE, 

Passing  through  Olmstead,  Elyria,  Oberlin,  New  London,  Marion,  and  Delaware. 


49 


:Soc^QDOi:Dr^;coaDcor^oo  oo 

rt<GDt^^4^00CDGDiCC005C0O  OO 

ed?ir}HcMOaDO’^OGO<— i'<^aDiO  COO 
^Oio^ooif-ior^'^cocOTt^co  ^fcc 

C^rHi—lrH  r-«,— |i— li— IrH!— (i— ti-H 


o 

o 

iCi 

o 

00 

CN 

CO 

00 

co^ 


000000000  0  0!->0 
ooooooooooooo 


o  o 


CO 

o 

X 

o, 

■M 


o 

CO 


o 

CO 

o» 


o 

CD 


o 

CO 

05 


X 


|2”^C0'^C0-^'^4-050i'^C0XO 
—  »-i(Mco’^iocot^xo»-o?coif:) 


^  X*  ^ 


♦o  o 


&CH 


CO 

o* 


o 

o 

CO 

CO 


CQ 

0? 


^■^(NXc:5xcoco 


(N  O^  CO  (M  fN 


i  I 


o 

z 

< 

-5 

> 

-3 

o 

d 

j-l 


•  < 


i 

•»  •>  c 

^  c  o  ^  « 

^  _r  c  O  kJ  5  = 

^  "H  "TU  :>  x:  c 

£.  0  bo  !f  -n  i. 

^  -^'-O  03  .Sc  <o 

O  W  O  cc  Z  > 

O  *•  >»  X*  V#  s*  X* 

— ^  X«  S*  x«  X* 

t- 


73 

I  2 

‘  •  -O 

*  s 

o 

•  '  'c 

- 

^  <D 

bo  C 
o  1-3 
o'  O  S 

^•■.2  a  I  s  6 

^  t,  t.  C3  s  ^ 

g  d  cd  o  03 

MSSao-s 


z 

o 

> 

i5 


«-H(MCO'cl^iOCOt^X050— <C0CO 


o 

2; 


•X 

• 

03  fl 

c  C3 

I  ‘B 

d  tn 

M  B 

•'S I 

Cw  4^ 

cn 

Ji)'" 

“  Vi 
03 
0.1 

=-  s 
(=^  *1 


.s 

4-> 

G 


”  d 
^  £ 

•  ^  tH 

»» .G 

bo  C  ^ 

C  —  73 

slii 

C  03  -G 

cs:.F  ^ 


~a 

OD  no 

c 

0.0 

d 

D  »0 

02  ^ 

d 

•X 

bo  o 

ss 

V- 

03  g 

c 

03  ^ 

c  _ 

J= 

bO 

‘bbS 

r- 

an 


M 


c 

d 

cu 


'O 

c 

d 


X,*  x« 


x«  X# 


x«  V* 


03 


Vi 

03 

Cl. 


o  - 


03 

bio 

d 

u, 

03 

>  '' 

<3 


Plate  “  “  “  H,  .  $9,200  00, 


ABSTRACT  ESTIMATE  OF  THE  MILLERSBURG  LINE, 

Passing  throvgh  Berea,  Columbia,  Harrisville,  Wooster,  Millersburg,  Ml.  Holley,  and  Mt.  Verno 


/ 


50 


cc-ooosooooooo:ro  c- 

oooooooocoooooo 


o 

•  • 

o 

o 

o 

lO 

C3 

c> 

CO  1 

c- 

CO 

Ci 

o'" 

i 

_ 

u 

u 


2200050C5CCC»QO'-IOCO'^  — 

5'r»aoiOccr^i^aDaD'^0'-ioj^ 

ODCOJ^OOD'-'CiJ^ 
—i  O  O  OD  r}< 

1-^  r— t  CO 


sS  O  OD  lO  O  I-H 

S  CO  O  O  <— I 

i-H  ^  i-H  ^ 


o  o 
o  o 
o  o 

W. 

CO  o 


01 


OD 


o 

o 

o 


o 

lO 

«c 


^coco<MOC5(r>'^t^<^'^i'-(M 


^i-t{MCO'^’^OOt'-C5 


c»  rf 


lO 


o 

o 

o 

(N 


o 

CO 

C5 

CO. 


gC0O050D05C5CDC0OJ'-C0iC 


•  e  ;-  C3  t- 


w 
o 


rH  p— I  »-H  i-H  i-H 


O 

> 


a 

VC 

-3 

> 

m 

-3 

o 

o 

d 


.  Oi 

y 

c;i 

•  s 


*  *  x: 

o 
c 

cS 


t  >  »  «  I  *  >  •  t 


f  •  •  I  >  <  t  • 


w 

4-> 

OT 

cd 

H 


< 

y 


y 

c 


rT  ® 

Co  ,«-> 

Q)  y- > 
2,  c3 

<D  ^ 

O 


-  ~  u 

5  • - 


S 

£ 

3 

CQ 


> 

(/) 

> 

cS 


5?  bo  O 

t.  ^  -r  ^ 

y  O  y 

§  y  y 

O  .-£  —  -  - 


CO 


C 

o 


c 

<—  <-a 

tl  C 

cd  o 


o 

O 

y 


H  . . 


O 

ci 

■«-> 

-c 

c 

3 


Co 

E 


00 

y 


C3 

c 

cd 


Si  %• 


ho  I 

c 


—  K  - 
3  C3 

s* 

CL  «3 

y 

2Eh 

.  o  2  ^ 

♦-« 

CL 

O  ^ 

-•5  ^ 

bO-'E 

s# 

>• 

ho.5 

-  "O  03 

c  y  '* 

•  N  ^  ^ 

y  nr 
,y  c  o 

«« 

«# 

•a  y  §g 

E 

c  c-lr*  r 
>.«3  12 

y 

/■s 

rt 

>  bo’— 
^  c  o 
•r"  ♦-> 
it  ^ 
0?  o 

O  OJ  y 

o:  £  — 

2^'  c  o 


CO 

o 

y 

y 

bo 

C3 

y 

> 

< 


2;i-H(03CO'^i*OCOl-aDOC3^C<» 
O  1— (  r-(  p-^ 


CO 


OQ  • 

1^ 


ABSTRACT  ESTIMATE  OF  THE  MOUNT  VERNON  LINE, 

Passing  through.  Berea,  Columbia,  Harrisville,  Ashland,  Mansfield,  and  Mount  Vernon. 


51 


o 

o 

CO 

05 

<D 

CO 


ooooooooooooooo 

ooooooooooooooo 

^OOOO^ODCO— 'C0T-*C0rt<r-<OO 
J^O?QD«iOO-HCOaOuO'-i'— '05l'-00 
"^CDOiOCOCOCOQOOr^COQD'rf^OO 

iKSOaoio050cocoOw'^i-<05h'Tt<io 

’:±t^C0OiXiCDC005rH05CDi^0D'^C0li0 


o 

o 

o 

o 

CO 

CO 

QC^ 

t- 

00 

co^ 

lO 

n 

05 

l-H 

05 

CO 


cfa 


COCO(^^■^^-'i^•^COOCO^O'-'(^^ 
i-<(MCO’TiiOCOt^QD050i— iCO-^t^ 


'  o 


o 

CO 

05 

CO 


?®C0O05C<JC0Ot-05ir-C0C0i0  — 

cHrH  pHr^rH  pHi-Hf— <rH 


a 

z 

**5 

h5 

> 

■S 

O 

o 

a 

flM 


CZ2 

=  J 

o 

*->  -C 

a 


D 

U2 

o 

> 

•  f— « 

Oh 

o 

o 

'05 

t4-I 

o 

-C 

o 

c 

cC 

. 


.i«3 

a> 

05 

6 


•TN  «> 


'x:  rvj 


73 


X  CB  - 


o 


-C 

o 

a 

cS 


tn 


pQ 


^  a 

^  m  '<-1 
"2  O 

O  2 

MH  O  *-’ 


3 

O 

O 


CB 

ci 

(U  L,  .■— 

CQ  h5 
o  s.  - 

H  '* 


05  c 

ll.s* 


Jsi  ^ 

'3  s 

O 


Me*  . 
^  O 
m 
cB 

W 

p2  o  rt  § 


o 

O 

<D 

x: 


»'  G 

c3 


a> 

G 

O 


«! 

cu 


cB 

CO 

•xs 


cB 

s  :: 

>r»i 


CO 

o 

iw 

<D 


>#  S#  v«  s« 


bo 

•  p-.  CO 

G 


•  Oh 

^  CJ 
*«  •«-> 
CO  t  -  cB 

•  Sji 

o  ^ 

fcoH  - 
-.S  ^ 

S  05 

’tj  05  pG 

^  S  " 

(£'C 

05 

C  3  C'J  ,> 

iJ  G  ® 

.  ^  03  .p 

C  05  pi 

*-.  G  Jl 
Oh  W  H 


— iC?C0’^ii0:01>QD05O-HC0C0 


(O 

^  O  s# 


^  V*  ^  ^ 


05*'  ffi 
no 
G 
(B 

.p-^ 

« 


05 


H  pfS 
£1. 


05 


f~< 

05 

O-, 


'  o 
o 

05 

£>0 

cB 

Si 

05 

> 


9,559  00 


ABSTRACT  ESTIMATE  OF  THE  DELAWARE  LINE, 

‘assing  through  Berea^  Columbia^  Hurrisville,  Ashlandy  Franklin^  and  Delaware. 


52 


'vC 

|o 

1  o 

I  •• 

'  ('• 

Ci 


cc 

‘ 

wJ  I 


o  o  o  o  o  o 
o  o  o  o  o  o 


o  o 


O  W 

c.  o 


cooocor:r?^:c:cr5  4-osoO'r: 
ss  o  X  o  oi  o  X  CO  lc  X  .X 

^t-CCOCOXCOOlf^OCO-^-g^COTIO^C. 


0< 


X 

I" 


Em 


CO 

c? 


rr 

oi 


S  75  cc  r-  i'-  J-  o  c: 

ES-H{M(75'^LOCOt^Ci!OJ 


^  75  lO' 
CO  75  r}< 


T}<  Tj< 

CO  CO 
CO 


OJ 

CO 


»e 


750CiC0750CO«X  —  —  COCO 


.  •  .  ’ 

f  I  • 

•  •  •  • 

I  * 

.  •  ».  »•  • 

'  C  jn 

d)  •  L. 

>  •  O'* 

*  •  '  I  ' 

Q  •  ^  >> 

z;  ^  ^  •  ja;  , 

<!  o  •  o  „ 

j  rt  o  C  • 

w  '  ’  S  ^  > 

>  ^  I  a, 

S  •€  ■  i  aaj  •  .  J 

O  .  ■  g  O  "•  g  >.  ■  S 

s  ca  ■  4»  §  ■  ,  e 

cS  I  •  'go  ^  OC  "2  oT^ 

rv*  Cf 

.K  &  .  S  “  M  c'  f  J  o 

S  ■  -  "c  ^  •  -  —  T--  B  ^ 

a,S£oc3^cO-^i;:S'^^ 

2^  S'^Ic  2  S'^  = 

<i>  ^  ^  cfj  ,-2  ^  ^  o  c  ^ 

CC  O  02  c  G  O  •£ 

Zi-H(M75'TOC0r'X05O^C075 

3  «--  r-t  rH  ^ 

2  6 . 

. 


„  rt 

c 

o  2 
'o:  rt 

.-3  P.  - 

m 

cn 

-o  a 
c  . 

«  c 

^  CL. 

to 

r~  K 

•  O  C3 


”C 

C3 

<1 


»'  »■ 


c3 

C-  - 


O 


't.  o  ~ 

ic-5  - 
o  ^ 

^  t:!  ^ 
^  bC‘>  '' 
bo  =  ^ 

O  C^  cn 

O  G  —  ^ 
G  O  *G  - 
O  0 
J-t  -r  -  = 


I 

rv 

o  1 

^  I 

Eh  C  1 


#% 


■a 

^  00  CO 

O  Sg 

G-iO 

d 

G  rr 

CC 

G 

#* 

> 

^  o 

, 

‘u  CD 

■— 

y  C 

O 

y  y 

'<-> 

G  _ 

"5o  B 
c  c 

_o 

’g 


o  :: 

G. 

<«-> 

CO 

c  - 

y  ^ 

O 

60 

a 

•M  ^ 

o  *' 


ABSTRACT  ESTIMATE  OF  DEPOT  BUILDINGS,  MACHINERY,  LOCOMOTIVES,  CARS,  &(i. 


V 


hn 


o 

o 

o 

o 

o 

o 

o 

o 

lO 

o 

o 

IC 

Oi 

o 

lO 

rtc 

(?^ 

00 

cd'' 

t-H 

CD 

1- 

o 

(N 

rH 

c<» 

o  o  o  o 

O  O  D  3  O 

o  o  o  o 

o  o  o  o 

o  o  o  o  o 

o  o  o  o 

O  O  O  iC 

o  o  o  o  o 

1  o  o  o  o 

O  O  O  33 

o  o  o  o  o 

!  o  o  lO  o 

lO  o  o 

o  o  o  o  r- 

,  O  lO  >0 

, 

T'  lO  00 

00  c<»  CO  c4  r4 

00  03  (N 

Dl 

1  r-i  ^  (M 

CD 

■)-> 

c5 


(/} 

<D 

O 

a. 

73  - 

eS 

a  ^  ^ 

O  C  C  Cl. 

£-3-=-§ 

oo|“ 

f/2 

•—  .  t- 

O  O  O 

Cw 


oo 

<D  <D 
_C  J2 


^  o 
o 


C  w 

•-  .S  Ci 


ri> 

bO 

.E  o 

-O  T3 


O 

■TD 


3 

CQ 

o  o  6 
Q.^  Q 
0) 

Q 


c 

o 

.s 

15 

y 

eS 


o 


a 

o 

o 

O  v«  ^ 

o 

bo 


c 

s 


03 

<D 


bO  - 
e  at 

:d  c3  - 
oO 
> 

•  —  <D 

o  bo 

S  §- 

O  CO 

g  S 

.  * 

O  ei 

cO-^ 
^  ^  c 

CO  (O  . 

(o  ^  y 

r*  0) 

CL,  PtH  X! 


•TS 

(D 

C 

00 


ci 


HD 

S  (D 

O) 

>C 

00 


0) 

bo 

'  c 

bo 

bo 

cS 

CQ 


'«#<  CO  170 


^  ^  V# 

O'*  '* 

CD 

J2 


o 

L«  K* 

03  '* 
"O 

t_ 

o 

bo 

’5  ^  : 

c 

3 

fl  ^ 

73 


73 

03 


d 

O 


bo 

c 

03 

> 


3 


03 

73 

3 

O 


5a::i: 


o 

S 

O 

c 

J 


•3 

03 

*5 

03 


£« 
O 
CD  CO 


TJ 

O 

'o 

D 

::  ^ 

3 
O 


lO 


o 

CD 


ASHLAND  LINE— through  Berea,  Columbia,  Harrisville,  Ashland  and  Franklin,  140S  ^riiles. 


54 


o  o  o  o 


o  o  o  o 


0 

0 

0 

0 

• 

«o 

0 

0 

0 

CO 

<35 

GO 

r}« 

Cx> 

r*^ 

CO 

lO 

GO 

0 

05 

GO 

2* 

0 

CD 

05 

lO 

0 

(N 

(N 

lO 

S: 

0 

GO  <3J 

0 

CD 

0 

C< 

o' 

^  0 

00  CO 

0 

CO 

0 

<d' 

0 

Of 

CO 

uf> 

cc 

CO 

•H 

05 

CO 

—• 

lO 

0 

lO 

0 

CO 

o» 

0 

I— ( 

f-i 

ci 

pH 

(N 

(01 

pH 

0 

0 

0 

0 

•> 

0 

0 

0 

0 

0 

0 

0 

V. 

0 

0 

0 

» 

•  C5 

lO 

CO 

5s 

1 

« 

t 

0 

GO 

* 

CD 

lO 

05 

D 

0 

<D 

lO 

CO 

Oi^ 

CO 

(M 

00 

ccT 

05 

lO 

0 

1 

CO 

05 

rH 

pH 

• 

t 

1 

« 

f 

« 

• 

0 

0 

••Xrf 

• 

f 

• 

• 

Vs 

0 

1 

• 

• 

1 

• 

9 

f 

* 

•  ^ 

Cx 

0 

<«x 

0 

0 

G 

0 

1 

I 

jg 

0 

X* 

X* 

uS 

K 

CD 

_G 

0 

a 

V* 

X* 

/I'i 

•X 

a? 

s 

X-l 

#x 

CO 

G  cS- 

^  ^  o 

o  .. 

bo 

G 


C3  « 

O 


^  V.  - 

^ 

•  ^ 

G 

PQ 


V) 

bO 


O 
G, 

s#  ^ 


3 

M 

'4-> 

o 

Q- 

Qj 

O  - 


<D 

> 

•  i-H 

CO 

G 

73  - 
>; 


> 


> 
•  1^ 
CO 
G 

.73 

G 


§  i 

1- 1 

(U  .G 


CO 

(D  03 

«-»  ♦-• 

H  ^  ^  _2 


-  J3 


•  ^  ^  O 

G  72 

*-  C 

G  ^  5  -  S 

^  ^  53 

0^  PU  CLi 

• 

^  ^  s* 


Ui 

o 

o 

-•-i 

o 

H 


to  :: 

o 

o 

0) 

bo 

£ - 
o 
> 

< 


K 

o 


Vs 

13' 

« 

<;3 

Co 

s 


S' 

o 

>iiW 

*«» 

CO 

Co 


o 

rs 

(/} 

to 

c 

^  ..rf  «« 

G 

p; 

4-> 

o 

Cl-^  s.  ..  S,  s.  ss 

Q 


0 

0 

0 

#» 

0 

> 

*53 

> 

’co 

> 

• 

c/: 

> 

*W 

-2  - 

.2  " 

D 

^^4  x« 

G 

73 

0 

0 

73 

V<! 

^G 

rj 

0 

0 

cO 

Vs 


o 


CD 


O 


I  5 


0 

Ps  ‘  CU  g:  Oh  " 

0 


W 

iz; 

H— I 

.-3 

>-H 

lx 

W 


0 


JS 

^  V.  s. 


CO 

O 

0 


O 

H 


CO 

0 

0 

bO 

CO  : 

C- 

0 

<j 


10,704  00 


MARION  LINE — Passing  through  Berea,  Wellington,  New  London,  Marion  and  Delaware,  147S 

Total  cost  with  the  T  rail,  exclusive  of  Depot  Buildings,  Cars,  Machinery,  &c.  -  $1,970,664  00 

“  “  Plate  “  “  “  »  “  .  .  .  1,354,839  00 


55 


o  o 
o  o 

O  Tf« 
r;  CO 
Oi 

CO  ^ 
05  00 
1-^  lO 

ws 


o  o  o  o 
o  o  o  o 

o  ^  o 

O?  CO  ^ 
CO  I-I  00  CO 

CO  05  o 

I— I  i-H 


'ci 


s 

CJ 

-Q 

s 

o 


«0 

o 


o  o  o  o 
o  o  o  o 


t-- 


05  o  lO 
>-•  05  CO  CO 
OJ  rr 

^  d 

05  ^  ,-H 


CO 

lO 


rH  c? 


o 


o  o  o  o 
o  o  o  o 

.  C?  00  ic  rl 
CO  CO  05  CO 
(M  05  GO 

CO  05*  O 
rH  rH  r-< 

.  ^ 


s*  ^ 


O 

> 

O)  >* 

IS 

a 


<D 

> 

’I  :: 

"o 

<o 


o 

> 

CO 

o  " 

73 

c 


^  V»  N*  *x 


o 

^  r 


C3  c3 

Oh  -5  pi; 

'i 

O 


OT 

o 

<D 

c3  :: 
u. 

Sj 

> 


o  o 

4->  C_-  -t-t 

c3 


Cm 


to 


Si 

to 

•p<» 

s. 

4 


»>C5 


5 


ts 

to 

s. 

to 

05 


»c; 

*50 

s 

o 

s. 


CO 

CO 

I 

w 


w 

m 

O 

O 

& 


to 


O  3 
CO  JO 

Tfl 


8 

o 

Si 


Si 

S 

i 


S-, 

C5 

a 

•i—t 

"Sc 

cd 


'A 
i-i 

a  ^ 


O 


o 

Cl, 

CD 


^  r>  ^ 

*s 


^  ^ 
r\  r* 


CO 

to 

s 

^,-4  ^  #v  ^  #s 

•  ^ 

s 

PQ 


rv  ^  ^  ^ 

#N  ^ 


o 

> 

CO 

O 

X 

<o 


o 

> 

CO  ^ 


o 

o 


o 

M  GO  „ 


0) 

> 


CJ 

>c 

05 


;;  CO  r, 

3 

73 

£3 


4^  r\  #\  •**  #\  •% 

nCN«N«N*^CN«^«> 

E-'cHS^SE-'a 
pH 


<D 

,£3 


CO 

o 

o 


Cj 

o 

H 


pH  pH  pH 

o 


•V  fS  ^ 

*'  o,*'  ”  " 

CO 

rv 

o 

Qi 


to 

cc 

o 

> 

•< 


DELAWARE  LINE — Passing  through  Berea,  Columbia,  Harrisville,  Ashland,  Franklin  and  Delaware, 


56 


o  o  o  o 
o  o  o  o 

CO  05  i-H 

c  CO  ^ 

CO  o  lO  OD 

(N  OD  CO 
O  05  OJ 

O  CO  O 
•  •  •  • 

OJ  r_l  C<»  r-( 

^  o  o  o  o 

o  o  o  o 


.  CO  uo  -H 

•  •  *  •  00  c<J  00 

I'.  CD  CO  rH 

CO  Oi  lO  ^ 

-  ^  fH 

•  •  *  '  ^ 


o  (U  <x> 


p_,  (1-  ^  CL|  0-1 


<D 


<^5 


& 


«3 


«o 

a, 

I 

HH 


o 

Oh 

W 

H 

O 


«0 

<45 


CO  in 
00  ' 
Tj< 


s 

o 

S 

JH. 


o  o  o  o 
o  o  o  o 


CO  CO  00  OD 
I'-  05  -H  CO 
00  — •  lO 

00  lO  d 
lO  CO  00  05 
05  CO  »-i  o 

r-H  I-H  oi  ^ 

m 


o  o  o  o 
o  o  o  o 


f 


•  t 

» 

•  I 


CO  05  C<J  00 

CJ  vO  I— <  ^ 

,  I-  uo  CO  »-< 
CO  05  id  <-< 


c3 


o 

03 

o 

03 

O 

> 

> 

> 

'v) 

• 

• 

• 

• 

c» 

* 

• 

3 

3 

3 

73 

73 

73 

C3 

x 

X 

c 

03 

03 

•  ^ 

rd 

cC 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

(i 

o 

o 

•4-> 

03 

W  '4->>  ^  ^ 

^  OH  ^  f 

Ph  j=  P- 


03 

-3 

— > 

£ 

’>  : 

•  •  t_ 

•  • 

•<*■ 

Cl 

■f  ^ 

4-> 

Vi 

Vi 

O 

73 

t3 

03 

bO 

• 

• 

ci 

--a 

:  :  c 

>-• 
03 

o 

> 

H 

< 

Plate 


57 


o  o  o  o 

COSO 


eo 

V. 


CC  lO  OD  O 

cc  o  r- 

C  (M  CJ  iC 
^ 

CO  c 
CO  05  O  rH 
1— I  Tf  CO 

••  r» 

O)  f— t  'Ol  T— I 


O  O  O  O 

o  CO  QC  ^ 
4-  O 

00  CO  CO  •-' 

I  •-»  *>  ro 

CO  05  iC  ^ 


I 


O  3 
m  3 
O  7^ 
'O 


lO 


s 


o 

s 

5^ 


§ 


4 


I 


The  estimates  are  for  both  the  T  and  Plate  rail;  the  latter  kind 
will  cost  mnch  less  than  the  former  at  the  outset,  but  experience 
shows  that  it  is  much  the  most  expensive  in  the  end.  On  roads  over 
which  much  freight  is  to  be  transported,  changes  of  one  kind  for  the 
other  are  frequently  made  but  always  of  the  light  bar  for  the  heavy. 
The  mere  difference  in  the  cost  of  keeping  the  track  itself  in  repair 
w'ill  generally  exceed  the  difference  of  interest  on  the  cost;  and  it  is 
difficult  for  a  flat  bar  road  to  sustain  a  heavy  transportation,  unless  at 
high  rates  of  charges. 

The  same  motive  power  will  not  draw  more  than  two  thirds  as 
much  load  on  a  light  as  on  a  heavy  bar;  and  for  passengers,  a  high 
rate  of  speed  is  unattainable,  and  great  hazard  would  attend,  what 
would  be  on  a  heavy  bar  but  a  very  moderate  speed.  Cheap  prices 
for  transportation  and  high  speed  for  traveling  are  vitally  essential  to 
the  full  success  of  any  Rail  Road,  and  these  are  entirely  incompatible 
with  the  use  of  the  flat  bar,  while  both  are  sure  to  be  obtained  bv  the 
heavy  bar.  Another  most  important  item  to  be  considered,  is  that  the 
wear  of  engines  and  cars  is  much  greater  on  the  light  than  the  heavy 
bar,  and  that  engines  of  great  power  adapted  to  the  T  rail,  capable 
of  drawing  the  greatest  loads,  and  of  the  highest  speed,  would  des¬ 
troy  a  flat  bar  in  a  very  short  time.  True  economy  imperatively 
demands  on  a  line  so  important  as  this,  the  construction  of  a  road  of 
the  first  order,  and  on  which  therefore  the  most  powerful  machinery 
may  be  used;  and  such  a  road  from  Cleveland  to  Columbus,  from  the 
comparatively  little  expense  of  grading,  of  limber,  right  of  way  &c., 
may  be  made  at  from  one  third  to  one  half  the  expense  of  such 
roads  now  existing  in  the  United  States.  To  the  Directors  and  oth¬ 
ers  acquainted  with  the  resources  of  the  country  through  which  this 
road  will  pass,  any  estimate  of  its  business  which  I  might  make 
would  be  perfectly  gratuitous,  and  should  I  state  to  those  who  have 
not  examined  into  the  merits  of  this  work  the  amount  of  local  business 
alone  that  can  be  relied  upon  immediately  after  the  completion  of  the 


59 


road,  without  in  the  least  drawing  upon  my  own  imagination  for  the 
future,  they  would  undoubtedly  set  it  down  as  an  exaggerated  or 
visionary  statement. 

Previous  to  my  commencing  the  surveys,  had  I  been  shown  an 
estimate  of  the  supposed  business  of  the  road,  made  up  precisely  as  I 
should  now  make  it  myself,  I  could  not  have  believed  it,  and  therefore 
suppose  that  those  unacquainted  with  the  facts,  will  be  equally  as 
skeptical  as  I  should  have  been  under  similar  circumstances.  The 
best  evidence  in  my  possession  of  the  business  that  may  be  expected 
for  the  support  of  this  road  will  be  found  in  the  statements  of  the  ex¬ 
ports  and  imports  appended  to  this  report. 

Although  these  statements  show  a  large  surplus  even  at  this  time, 
yet  it  is  a  fact  .that  these  counties  are  not  yet  half  improved,  and  the 
productive  capacity  of  that  half  is  not  yet  half  developed.  When  the 
whole  shall  be  occupied  and  improved  as  it  will  be  in  a  short  time,  and 
especially  if  this  road  be  made,  the  transportation  of  passengers  and 
freight  will  be  doubled,  if  not  quadrupled,  taking  the  business  of  the 
first  year  or  two  as  the  basis  of  calculation.  But  even  in  its  present 
condition,  if  the  road  be  constructed  with  due  reference  to  durability, 

'  capacity  for  a  high  rate  of  speed,  and  at  the  same  time  a  safe  one,  the 
way  business  upon  it  will,  I  have  little  doubt,  be  sufficient  to  meet  the 
entire  annual  expenses,  and  managed  prudently  and  economically, 
with  the  through  business,  investments  in  the  stock  will  prove  as 
productive  as  that  of  any  road  in  the  country.  A  road  will  speedily 
be  made  from  Columbus  to  Xenia,  connecting  Columbus  with  Cincin¬ 
nati,  being  in  effect  a  continuation  of  this  road.  Efforts  have  been 
made  during  the  last  three  years  to  ascertain  what  portion  of  the 
travelers  at  Cincinnati  going  East  took  the  land  route.and  as  nearly  as 
it  could  be  determined,  twenty-nine  persons  went  up  the  river  to  one 
by  land,  and  yet  the  number  passing  from  Cincinnati  to  Wheeling 
through  Columbus  is  very  great.  Of  the  one  thirtieth  taking  the 
land,  but  about  one  third  even  of  that  has  come  to  the  lake  at  all.  Six 
hours  time,  on  a  road  with  heavy  iron,  is  ample  to  pass  over  the  dis¬ 
tance  between  Cleveland  and  Columbus,  and  five  hours  more  will  be 
sufficient  between  Columbus  and  Cincinnati.  If  travelers  can  break¬ 
fast  at  Cincinnati,  dine  in  Columbus,  and  take  tea  in  Cleveland  on  the 
Same  evening,  and  breakfast  or  dine  at  Buffalo  the  next  day,  it  seems 
to  me  that  during  the  season  of  Lake  navigation,  it  may  be  confidently 


expected  that  one  half, or  even  a  larger  portion  of  the  travel  from 
Cincinnati  will  take  the  Lake  route. 

It  is  well  known  that  Rail  Roads  have  what  may  be  called  a  cre¬ 
ative  power,  an  ability  to  produce  business,  that  before  did  not  exist, 
and  would  not,  but  for  the  means  of  getting  promptly  and  cheaply  to 
market.  Value  is  given  to  a  thousand  things  that  before  had  none,  or 
so  little  as  not  to  warrant  transportation  by  the  usual  conveyances. 
It  is  perhaps  owing  mainly  to  this  fact,  that  the  business  on  every  well 
constructed  Rail  Road  in  Europe  and  the  United  States,  has  exceeded 
the  anticipations  of  the  most  sanguine  of  its  projectors. 

After  a  careful  examination  of  the  country  to  be  traversed  by  your 
road,  the  small  expanse  for  preparing  the  road  bed,  the  abundant 
supply  of  timber  and  stone  for  its  construction,  and  the  immense 
amount  of  business  that  will  depend  entirely  upon  it,  leads  me  to  be¬ 
lieve  that  it  is  one  of  the  best  openings  for  a  Rail  Road  now  in  the 
United  States. 

C.  WILLIAMS,  Chief  Engineer, 

f 

Engineer’s  Office,  Cleveland,  ^ 

February,  13th,  A.  D.  1846.  J 


^.1. 


L  F^  9  -  >  ^  nk 

*  -  .  ^'  . 

.  ^AA  • 


•.'i.*i  i  j 


C.  crW'C.KAlL  ROAD 

COUNTY  LINES  — 
TOWNSHIP  LINES  - 
DISTRICT  UNES  - 

^CALE  OE  MILESL - \ 


JEHU  BRAlftgffl"  ^ 


XRLIN 


•io* 


(ICHLRND 


MXA  Rl 

#MA  RION^' 


ILLCRS  BUR6 


'OcroN 


COLUMBuMtSt 


■KarnL. 


LK'KINO 


t)Kl.^W^KK. 


liOKMES 


J-'U  \N*KUV  '“x* 


IVoli!*- of  the  Lmr  »m  Asliland.  BIiKinnngrvTC  and  Franklm 
a^YNK  «  Riri!L\NU  w 


\t.)X  rr 


V  KI'IK 


r»:VA!M*.»A  <  t» 


rrofilf  of  iIm-  Mnr  ^ia  Harrih>illc,  Ahhiniid,  >IiiiiHfii‘ld  mid  >lt.  \oriion 
RICHLAND  CO 


VHANM.IN  ' 


l.lCKlMt 


m.LAW  VK  I  O 


KNOX  CO 


UlVM 


r'VA  loiiA  rn 


MP.IliNA  CO 


Profit’  of  ihrXfine  *m 
•vaynk 


I  KANKI.IN 


SIKDINA 


I.OhAiN 


Profile  of  the  Line  via  KIvri; 


ia,  Clarion  and  Dela 
RICfILANIi 


CRA'V  FORD 


HURON 


LORAIN 


of  llie 


^  »  10  Allies 


DFJ.AWARRCo 


FUANKI.iN  CO 


lora'N 


iiklawakk 


LORAIN  CO 


MEDINA 


MARION  CO 


FRANKLIN 


flKLAVriHF 


OUYAHOOA  CO 

si 


CUYAHOGA 


(  RAWFORI)  CO 

I 


LICKJN^ 


orYAmH>\ 


HyRO\  CO 


KICHLANOOO 


Profile 

AVNE. 


\*  Ml.  '  eriion 
KNOX 


Line  via  llarrivville,  i>Iillersbiir|i 

HOLMES 


I 


II 


♦ 


t 

APPENDIX. 


TABLE  showing  the  heights  above  Lake  Erie  and  Tide  Water,  of 
the  several  summits  passed  over  by  the  Central  Surveys,  and  the 
heights  of  some  of  the  principal  Towns.  Rivers,  &c.,  in  feet. 

Lake  Erie,  -  -  ♦  ... 

Lake  Abram,  .... 

Public  Square  in  Berea, 

Columbia,near  Hickox,  •  .  - 

Litchfield  Summit,  .... 

Black  River  Summit,  in  Homer, 

Summit  in  Jackson  Township,  Wayne  Co.  - 
Jerome  Fork,  in  Orange  Township,  ... 

Ashland,  ....  ... 

Summit  between  Ashland  and  Black  Fork,  - 
Black  Fork,  -  .  -  .  .  .  . 

Summit  in  Franklin  Township,  Richland  Co.  - 
Head  Waters  Sandusky  River,  -  .  . 

Clear  Fork,  near  Bloorninggrove, 

Summit  near  head  waters  Olentangy  &  Sandusky  Rivers  8*25 
Owl  Creek,  South  part  of  Congress  township. 

Head  of  Big  Walnut,  ...... 

Berkshire  Summit,  -  .  .  .  . 

Alum  Creek,  in  Orange  township,  -  - 

Summit  at  Columbus  road,  in  Orange  township. 

Point  on  E.  &  W.  Road,  1  mile  East  of  Worthingtoi 
Junction  with  the  Columbus  and  Xenia  Rail  Road,  - 


.  Above  Above 

LakCErie.  Tide  Wa’r 

565 

198 

763 

« 

225 

790 

4 

202 

767 

499 

1064 

528 

1093 

723 

1288 

418 

983 

525 

1090 

640 

1205 

434 

999 

700 

1265 

700 

1265 

698 

1263 

ers 

825 

1390 

708 

1273 

606 

1171 

421 

986 

266 

831 

420 

.  985 

340 

905 

142 

707 

4'. 


>  40 


62 


TABLE  showing  the  heights  above  Lake  Erie  and' Tide  Water  of 
tlie  several  Summiis  passed  over  by  the  Western  Surveys,  and  the 


Lake  Erie,  -  - 

East  Branch  Rocky  River,  ...  - 

West  ”  Rocky  River  at  Olmstead’sFalls, 

Summit  between  Rocky  and  Black  Rivers 
East  Branch  Black  River  at  Elyria, 

Elyria,  --- 
West  Branch  of  Black  River  at  Elyria,  - 
Oberlin,  -  -  *  ... 

La  Grange  Township,  ... 

East  Branch  Black  River  on  North  line  of  Grafton, 
Wellington  Creek,  -  .... 

Wellington,  -  -  .  •  • 

Charlemont  Creek,  (Branch  of  Black  River,) 

Summit  East  of  West  Branch  of  Black  River, 

West  Branch  of  Black  River  in  Rochester, 

East  line  of  New  London  Township, 

New  London,  ..... 

Vermillion  River,  North  line  of  Greenwich  Township 
Greenwich  Centre,  •  •  •  , 

South  line  Western  Reserve  at  S.  W.  corner  of  Greenwich  523 
Summit  of  Vermillion  and  Huron  Rivers, 

Richland,  ...  .... 

Marsh  Run,  near  its  junction  with  Black  Fork  Mohi< 

Mansfield  and  Sandusky  City  Rail  Road, 

Sandusky  River  Summit,  North  Branch,  • 

Sandusky  River,  -  -  -  ♦  - 

Summit  between  Sandusky  and  Whetstone, 

I 

Whetstone  Bottoms,  •  ,  -  : 

Summit  South  of  Whetstone, 

Marion,  •  - 


in 

feet. 

Above  Above 

LakeErie.  TideWa’r 

565 

• 

164 

729 

148 

713 

216 

781 

- 

121 

686 

> 

156 

721 

- 

116 

681 

•• 

235 

800 

250 

815 

- 

193 

758 

231 

796 

* 

279 

844 

- 

238 

803 

362 

927 

> 

318 

883 

• 

384 

949 

- 

409 

974 

382 

947 

- 

482 

1047 

ich 

523 

1088 

♦ 

563 

1128 

498 

1063 

). 

481 

1046 

- 

502 

1067 

- 

562 

1127 

* 

450 

1021 

- 

498 

1063 

- 

467 

1032 

0- 

488 

1053 

• 

410 

975 

4 


63 


TABLE  showing  the  heights  above  Lake  Erie  and  Tide  Water  of 
the  several  Summits  passed  over  by  the  Eastern  Surveys,  and  the 
heights  of  some  of  the  principal  Towns,  Rivers,  &c.,  in  feet. 


Lake  Erie,  .... 

East  Branch  Rocky  River, 

West  ”  ” 

East  Branch  of  Black  River  Summit, 

Ho  rrisville  Summit,  ^  .  .  .  .  . 

Public  Square  in  Harrisville, 

Killbuck,  on  Section  No.  44, 

”  at  Wooster, 

Lake  Fork  Mohican, 

Loudonville,  ...... 

Black  Fork  Mohican, 

Clear  ^  . 

Summit  of  Pine  Run,  .... 

”  ”  Schenck’s  Creek, 

Six  Mile  Run,  .  .  .  . 

Schenck’s  Creek, 

Summit  of  Ball’s  Run, 

Mount  V^ernon,  .  .  .  . 

Owl  Creek,  .... 
Summit,  Sec.  109, 

Sycamore  Creek, 

Five  Corners,  ... 

North  Fork  of  Licking, 

Rattle  Snake  Creek, 

Big  Walnut  Creek, 

Alum  Creek,  .... 

Intersection  with  Ashland  Line, 

Millersburg,  -  .  .  - 

Killbuck  at  Millersburg, 

Killbuck  at  Oxford, 

Oxford  Village,  .  .  .  . 

Summit  of  Black  Creek, 

Mohican  River, 

Mount  Holley  at  the  Mill, 

Summit  between  Owl  Creek  and  Vernon  River, 
Village  of  Howard,  ... 
Vernon  River,  .  -  .  . 

Gambier,  -  ■  . 


Above 

Above 

LakeErie  Tide  wa'r 

- 

565 

178 

743 

175 

740 

583 

1148 

339 

904 

357 

922 

330 

895 

280 

845 

346 

911 

387 

952 

359 

924 

356 

921 

714 

1279 

720 

1285 

621 

1186 

594 

1159 

572 

1137 

416 

981 

410 

975 

663 

1228 

624 

1189 

593 

1158 

550 

1115 

525 

1090 

250 

815 

206 

771 

275 

840 

247 

812 

237 

802 

225 

890 

235 

800 

583 

1148 

291 

856 

300 

865 

450 

1015 

350 

915 

312 

877 

375 

940 

V 


The  following  table  shows  the  weight  of  each  of  the  dosses  of  each 
kind  of  Engine,  manufactured  by  Messrs.  Baldwin  &  Whitney,  of 
Philadelphia  —  the  greatest  weight  on  any  one  jiair  of  wheels;  the 
total  weight  of  each  rendered  available  loi  adhesion  ;  its  maximum 
velocity  with  its  maximum  load;  the  maximum  loads  ofeach  at  a  velocity 
of  20  miles  per  hour,  on  a  level ;  and  the  maximum  loads  of  eachon 
different  inclinations  rising  from  15  to  80  feet  per  mile. 

The  weights  of  the  Engines  in  the  following  table,  are  stated  in 
gross  tons, (2240  lbs. each, )which  includes  the  water  in  the  boiler,  the 
engine  in  running  order,  and  two  men  on  the  platform.  The  loads 
are  also  stated  in  gross  tons. 


u* 

o 

H 

tn 

H 

O 

iy> 

-< 

< 

ce 

o 

b 

p 

■< 

o 

J 

S 

D 

S 

S 

< 


CP  CO 

00  r-  i-o 

w 

CO  <-  CO 

H 

tT  CP  Ci 

CP  CO  o 

00  00 

CO  CP  ci 

^  (PI  PI 
cri  CO 

PI  PI  p. 

pi  co’  pi 

o 

CO  *T  O 

CP  Pi 

c:  ^  'T 

1— <  CP 

00 

a. 

^  f-M 

^  ^  ^ 

a> 

CO  CP  Pi 

(P<  —  LO 

l-  P«  w- 

p<  ~ 

•  ^ 
r-* 
r* 

CP  Ci  G\J 

ci  00 

■o-  (P(  CP 

pi 

CO  o 

Pi  CP 

t-;  o  -O; 
cp‘  -O'  — 

o 

rt  Tf  uo 

00  cp> 

O  CO  CP 

CO  CP  P. 

Q. 

^  r-t 

'2 

c:  lO 

•O'  Pi  o 

CP  CP 

CP  CP  C 

00  -O; 
GO 

^  Pr 

CO  ci  CP 

GO  0,PI 
CP* 

CP  PI  J- 
CP  oc 

o 

Tt'uo  CP 

00  cp  (M 

PI  ip  00 

»P  00  — 

CO 

cx 

r— < 

—  —  PI 

•4>^ 

rf  o 

uo  — '  o 

ip  PI  oo 

CP  cr:  CO 
cp' pi 

CTi  Pi  CO 

CP  CP  o 

CP  00  Pi 

O  CP 

00  ci 
o’  CP  CO 

o 

L.O  CP  t-' 

Pi  "O' 

Tt  00 

or  —  tp 

liO 

D. 

—  PJ 

—  PI  PI 

CP  lO  tT 

uo  —  00 

op 

1  ■* 

PC  lO  ^ 

Tt  CO 

PI  O  00 

C  00 

iri 

IP  pi 

—(  Tf  CP 

•^  Cp’  O'. 

o 

CP  00  Pi 

r-  CO  CP 

>— ■  ip 

^  C: 

!  _  ^ 

P. 

^  ^ 

1  r. 

1.  - 

's 

PJ  (TJ  CO 
liO  O  I-O 

CO  rt 

JO 

CO  "O'  Ip 

00  up  pi 

Tf  up  CP 
up  ci  p 

l>  Pi  o 

PI  IP  00 

00  CO  'OO 

CO  00  PI 

^  ^ 

—  PI  PI 

PI  PI  CO 

^  C«  ■/ 

^  _ _ _ 

C*< 

i.'i  P.  CO 

CP  1(0  lO 

—1  —  CP 

O  ip  o 

IP  O  Ip 

"s 

■rf  CO  oi 

Pi  (pi  CP 

pi 

pi  pi 

Pi  r-^  CO 

»P  (Pi  CO 

CO  (Pi  uo 

p.  IP  (P 

Cl 

- PI 

^ 

W  i'V  -lAj 

lo  CO  c- 

'  V#x  ^ 

up  CP 

CP  CO  o 

CP  CO  o 

CO  O  CP 

G 

up  O  UO 

pi  CO  "P* 

CP  CO  Pi 

CO  cri  cp’ 

PI  IP 

o  up  o 

O  QU  uo 

00  up  CO 

ai  •) 

G. 

^  1—^  f— H 

PI  PI  CO 

CO  CO  •*i' 

CO  ip 

Load  at 

20  miles  per  hour. 


Velocity  with 
Maximum  Load. 


m  c»5  00 

ro  C'j  o 
O  ic 

f—H  r— 


•<t  C*5 
'  cri 


-H  I.T 

OJ  O  t'. 
lO 
CO 

r-'  CJ 


CO  Ci 
CP  CO 

cri  — '  oi 


r-  PI  "(t 

up 

^  o  o 

QD  •O’ 

cp  PI 

«p  p  PI 

O  cp  CO 

Ip  PI  00 

—  ^  PI 

—  O' 

PI  CO  •O' 

t'.  'O' 

cc  PI  CP 

cp  r-i  (B 

00  00 

w  W 

r-;  w  c: 

w  V_  O 

o  ^  o 

Maximum  Load 

CO  o  CP 

CO  cp  CP 

COO 

o  o  c 

on  Level. 

CO  o  cp 

CO  cp  o 

o  o  d 

doc 

CO  00  PI 

t'  cp  cp 

cp  O  ■’t 

o  -cr  or 

P’  PI  CO 

CO  "O'  up 

>  -  -T 

PT'  — 

h 

Available 

IP  cp 

00  C  PI 

PI  IP  00 

Ip  00  — 

c 

for  adhesion 

r-i  1—1 

^ 

^  PI 

> 

On  one  pair 

*4r 

of  wheels. 

uo  CP 

rj*  up  cp 

•’t  up  cp 

c 

z. 

Of  Eneine..  | 

O  PI  -T 

(.y  up  ^ 

ii:  I’  — 

<•  > 

U 

Q  •  .  ^ 

S  o  o 

o  £ 

CO 

^  T. 

<  ^  :b 
^  S  ’S 

(/! 

<  -C 

P  bJQ 

Hi 

0/ 

!4  ^ 

ly 

IST 

Pas 

1 

O  «5 

PI  1- 

CO 

TABULAR  STATEMENT, 

iKshibiting  the  number  of  Inhabitants  in  1840  and  1845— the  Exports  and  Imports— the  number  of  Mills,  Factories, 
.fee.,  in  the  several  counties  through  which  lines  have  been  traced  for  the  Cleveland,  Columbus,  and  Cincinnati 


65 


'O 

o 


ce 

X 


Tanneries. 

00  Oi  00  ^  O 

Saw  Mills. 

i-'  to  00  CO  o 

O  05  O 

t-H  ^ 

Foundries. 

OO  <M 

Oil  Mills. 

04  to  CO  CO  (M 

Tobacco  Factories. 

00  CM  CO  UO  CO 

Card’g  &  full’g  M’ls 

Oi  OJ  O?  Oi  O  rH  Oi 

i-H  rH  ^ 

Flouring  Mills. 

|iO  O  CO  CO  O  to 

1  — '  CO  05  to  CO  Tj*  CM 

Total  Exports 
and  Imports. 

00  «5  05  05  00  O 

CO  to  .-1  o  05  Tf  05 
■tp  CO  to  CO^  <-H 

Co"  Co""  00  rf  -H  cvf 

r— t  ^  Oi  --H  04  I-H 

CO 

o 

H 

Fish. 

to  O  O  to  00  to  to 

—I  Tj*  I-H  CO 

I-H 

R 

7) 

Salt. 

O  to  04  O  O  O  to 
0i>-04'—it0t0t>- 
05  to  -rtt  05  to  00 

K 

O 

Ps 

s 

t-H 

Merchandise- 

O  O  O  O  to  04  O 
to  to  O  00  CO  I-H  to 

04  r-H  to  rf  to  00  T}< 

I-H  I-H  04  I-H  I-H  I-H  I-H 

Total  amount 
of  Exports. 

QD04  04  tOtOCO»>- 
04  O  rH  rf  l--  CO  -tf 

04  CO  00^  05^  tl5 

i-H  I-H  t—  to  I-H  00  I-H 

I-H  I-H  CO  04  I-H  —H  I-H 

Tobacco. 

448 

50 

Tallow. 

1  O  CO  O  O  O  to 

1  to  CO  04  CO  to 

' 

; 

Pot  and  Pearl 
Ashes. 

O  to  to  o  o  o  o 

O  04  to  O  04  o 

04  rf  I-H  I-H  04 

Wool. 

O  to  CO  00  o  o  o 

O  04  04  CO  to  C5  O 

I-H  I-H  I-H  I-H 

o 

!  ^ 

* 

Butter  and 
Cheese.  ■ 

to  04  to  CO  CO  to  to 

05  00  05  o  to  to 

rH  04  04  I-H 

CQ 

H 

Pork  and 
Lard. 

00  to  to  04  I-H  04  O 

CO  05  to  CO  t--  00 

to  00  rH  to  CO  to  to 

I-H  I-H  rH 

O 

X 

w 

Flax  Seed. 

ooico-ntootor- 
IH  to  CO  I-H  04  rH  CO 

Grass  Seeds. 

to  CO  O  00  to  CO  o 
to  rH  04  to  to 

CO  CO  04  tr- 

Com  &.  Oats 

o  o  o  o  o  o  o 
rH  04  to  O  O  to  O 

CI^  CO^  CO^  to  CO  CO  I-H 
rH  04  I-H  CO 

Wheat 

and 

Flour. 

o  o  o  o  o  o  o 
o  o  o  o  o  o  o 

HjH  to  00  O  O  05^  o, 

QO  to"'  -rf  -vj*  ih''  co'  to 

CO  04  I-H  rH 

Population,  1845 

I 

i 

rfCOto-:tQOt.OtH 
to  CO  4^  O  to  04  O 
lO^  00  00^  00  04^  I-H  r- 
O  to  C?5  Cft  O  CO  Ht 

04  rH  Tji  CO  04  CO  04 

i ) 

1  Population,  1840 

04  O  04  00  00  to  O 
to  to  eo  o  00  t-  to 

CO  t-:,  to  00  to 

00  Ht  to"'  00  05  04~ 

rH  rH  CO  rH  04  04 

't'on.viiEs,| 

i 

i 

.Medina,  j 
Marion,  i 
Richland.  { 
Wayne,  j 
Holmes, 
Knox, 
Delaware, 

I 


66 


I  • 

CHARTER  OF  THE  CLEVELAND,.  COLUMBUS,  AND  CIN¬ 
CINNATI  RAIL  ROAD  COMPANY. 

PASSED  MARCH  14,  1836. 

Sec.  1.  Be  it  enacted  hy  the  General  Assembly  of  the  State  of 
Ohio,  That  John  H.  Groesbeck,  Oliver  M.  Spencer,  and  their  asso¬ 
ciates,  and  such  persons  as  may  hereafter  be  associated  with 
them,  shall  be,  and  they  are  hereby  created  a  body  politic  and  corpo- 
rate,  by  the  name  of  “  The  Cleveland,- Columbus,  and  Cincinnati  Rail 
Road  Company,”,  for  the  purpose  of^constructing  a* Rail  Road  from 
the  city  of  Cleveland,  through  the  city  of  Columbus,  and  the  town  of 
Wilmington,  to  the  city  of  Cincinnati ;  and  they  are  hereby  invested 
with  the  powers  and  privileges  which  are  by  law  incident  to  corpora¬ 
tions  of  a  similar  character,  and  which  are  necessary  to  carry  into 

eff^t  the  objects  of  the  company  ;  and  if  any  of  the  persons  above 

«  * 

named,  shall  die,  or  neglect  to  exercise  the  powers  and  discharge  the 
duties  hereby  created,  it  shall  be  the  duty  of  the  remaining  persons, 
or  a  majority  of  them,  to  appoint  suitable  persons  to  fill  such  vacan¬ 
cies. 

Sec.  2.  Fixes  the  capital  stock  at  *three  millions,  in  shares  of 
one  hundred  dollars,  and  prescribes  the  mode  of  opening  books.  (Sz:c. 
Sec.  3.  Provides  for  the  choice  of  nine  directors. 

Sec.  4.  If  election  of  officers  be  not  made  at  the  proper  day,  then 

t 

on  any  other  provided  by  the  bye-laws. 

Sec.  5.  Instalments  may  be  required  at  the  rate  of  ten  dollars  per 
share,  as  often  as  once  in  sixty  days,  thirty  days  previous  notice  being 
given  in  every  county  through  which  the  road  passes. 

Sec.  6.  If  subscribers  do  not  pay  instalments,  their*stock  ‘may  be 
sold  on  thirty  days  notice,  at  auction,  and  they  are  liable  for  any  de¬ 
ficiency. 

Sec.  7.  That  the  said  corporation  be,  and  they  are  hereby  author¬ 
ized,  to  cause  such  examinations  and  surveys  to  be  made,  by  tbeir 
agents,  surveyors  and  engineers,  of  the  ground  lying  in  the  vicinity 


of  said  route,  as  shall  be  necessary  to  determine  the  most  eligible  and 
expedient  route,  whereon  to  construct  said  Rail  Road  ;  and  the  exam¬ 
ination  being  made  and  the  route  determined,  it  shall  be  lawful  for 
said  corporation,  by  themselves  or  their  lawful  agents,  to  enter  upon, 
and  take  possession  of  all  such  lands,  materials,  and  real  estate,  as  may 
be  indispensable  for  the  construction  and  maintenance  of  said  Rail 
Road,  and  the  examination  requisite  and  appertaining  thereto  ;  but  all 
lands,  materials,  or  real  estate,  thus  entered  upon,  used  or  occupied, 
which  are  not  donations,  shall  be  purchased  by  the  corporation,  of  the, 
owner  or  owners,  at  a  price  to  be  mutually  agreed  between  them  ; 
and  in  case  of  disagreement,  as  to  the  price,  or  if  the  owner  be  a 
married  woman,  infant,  insane  or  an  idiot,  or  non-resident  of  the  coun¬ 
ty,  it  shall  be  the  duty  of  the  commissioners  of  the  proper  county,  up¬ 
on  a  notice  to  be  given  them  by  either  party,  in  writing,*  and  making 
satisfactory  proqf  that  the  op.p^ite  party,  if  living  in  the"  county,  or 
the  husband  of  such  married  woman,  or  guardian  of  such  infant,  or 
insane  person,  if  living  in  the  county,  has  had  at  least  three  days  no- 
tice  of  the  intended  application,  to  appoint  three  disinterested  free¬ 
holders  of  the  proper  county,  to  determine  the  damages  which  the 
owner  or  owners  of  the  lands,  materials,  or  real  estate  so  entered  upon, 
or  used  by  the  said  corporation,  has  or  have  sustained,  by  the  occupa¬ 
tion  or  use  of  the  same  ;  and  upon  payment,  by  the  said  corporation, 
of  such  damages,  to  the  person  or  persons  to  whom  the  same  may  be 
awarded  as  aforesaid,  then  the  said  corporation  shall  be  deemed  to  be, 
and  stand  seized  and  possessed  of  the  use,  for  the  purpose  of  said  road, 
of  all  such  lands,  materials,  or  real  estate,  as  shall  have  been  apprais¬ 
ed;  and  it  shall  be  the  duty  of  said  appraisers  to  deliver  to  the  said 
corporation,  a  written  statement,  signed  by  them,  or  a  majority  of 
them,  of  the  award  they  shall  make,  containing  a  description  of  the 
land,  materials  or  real  estate  appraised  ;  to  be  recorded  by  the  said 
corporation,  in  the  commissioners’  office  in  said  county  :  Provided^ 
That  either  party  shall  have  power,  except  in  cases  only  where  mate¬ 
rials  are  used,  to  appeal  from  the  decision  of  the  said  appraisers,  to  the 
court  of  common  pleas  of  the  proper  county,  at  anytime  within  twen¬ 
ty  days  after  the  appraisers  shall  have  made  their  return  as  aforesaid, 
and  said  court  shall  proceed  thereon  as  in  case  of  appeals,  on  applica¬ 
tion  for  damages  in  laying  out  and  establishing  county  roads. 

Sec,  8.  Appraisers  to  be  sworn. 


68 


Sec.  9.  That  the  said  corporation  shall  have  power  to  determine 
the  width  and  dimensions  of  said  Rail  Road,  not  exceeding  one  hun¬ 
dred  feet  in  width  ;  whether  it  shall  be  a  double  or  single  track  ;  to 
regulate  the  time  and  manner  in  which  passengers  and  property  shall 
be  transported  thereon  ;  and  the  manner  of  collecting  tolls  for  such 
transportation  ;  and  to  erect  and  maintain  buildings  for  the  accom¬ 
modation  of  the  business  of  the  corporation,  as  they  may  deem  advi¬ 
sable,  or  for  their  interest. 

Sec.  10.  That  said  corporation  may  construct  the  Rail  Road  across, 
or  upon  any  road,  canal,  highway,  stream  of  water,  or  water  course, 
if  the  same  shall  be  necessary ;  but  the  said  corporation  shall  restore 
such  road,  canal,  highway,  stream  of  water  or  water  course,  thus  in¬ 
tersected  or  crossed,  to  its  former  state  of  usefulness,  or  in  such  man¬ 
ner  as  not  to  impair  its  convenience,  usefulness  or  value,  to  the  own- 
'  ers  or  the  public. 

Sec.  11.  Fixes  the  rates  of  toils.  (Repealed. — See  Sec.  5  of 
amendment.) 

[See  Section  10 — Law  of  February,  1846.] 

Sec.  12.  Directors  to  make  dividends. 

Sec.  13.  Directors  may  appoint  all  officers,  and  may  pass  all  ne¬ 
cessary  bye-laws. 

Sec.  14.  If  the  Legislature  of  this  State  shall,  after  the  expiration 
of  thirty-five  years  from  the  passage  of  this  act,  make  provision  by 
law  for  the  repayment  to  said  company  of  the  amount  expended  by 
them  in  the  construction  of  said  road,  together  with  all  moneys  ex¬ 
pended  by  them  for  necessary  permanent  fixtures  at  the  time  of  pur¬ 
chase  for  the  use  of  the  said  road  with  an  advance  of  fifteen  per  cent, 
thereon,  then  said  road,  with  all  fixtures  and  appurtenances,  shall  vest 
in  and  become  the  property  of  the  Slate  of  Ohio:  Provided,  That  the 
sum  to  be  paid  by  the  State  for  the  said  road  and  appurtenances,  shall 
not  be  less,  in  the  aggregate,  than  the  amount  expended  in  the  con¬ 
struction  thereof,  and  six  per  cent,  per  annum  thereon,  after  deduct¬ 
ing  the  dividend  received  by  the  stockholders. 

Sec.  15.  Suits  to  be  commenced  by  serving  process  on  a  director, 
ten  days1)efore  return. 

Sec.  16.  When  the  road  is  finished,  a  statement  of  the  cost  shall 
be  filed  with*  the  Secretary  of  State. 


69 


Sec.  17.  Other  companies  may  intersect  or  unite  with  this  road. 

Sec.  18.  Persons  doing  any  willful  injury  to  the  road,  liable  to 
civil  suit  and  to  indictment. 

Sec.  19.  Fixes  time  within  which  road  must  be  begun  and  com* 
pleted.  (Repealed. — See  Amended  Charter,  7th  Sec.) 

Sec.  20.  That  whenever  the  dividends  of  said  company  shall  ex¬ 
ceed  the  rate  of  six  per  cent,  per  annum,  the  Legislature  of  this  State 
may  impose  such  reasonable  taxes  on  the  amount  of  such  dividends 
as  shall  be  received  from  other  Rail  Road  companies. 

[See  Section  12— Law  of  February j  1846.] 


V 


70 


AMENDED  CHARTER. 

PASSED  MARCH  11,  1845. 

Sections  1  &  2,  Revive  original  charter  and  name  commission¬ 
ers,  and  provide  for  opening  books. 

Sec.  3.  The  said  company  shall  •  commence  their  Rail  Road  at 
some  convenient  point  at  or  near  the  city  of  Cleveland,  in  the  county 
of  Cuyahoga,  and  to  locate  and  construct  the  same  on  the  most  conven¬ 
ient  route,  leading  towards  Columbus,  in  Franklin  county  ;  Provided^ 
however^  That  said  company  may  unite  said  Rail  Road  with  any  other 
Rail  Road  which  now  is,  or  hereafter  may  be,  authorized  by  the  Gen¬ 
eral  Assembly  to  be  constructed,  leading  from  any  point  at  or  near 
Lake  Erie,  to  or  towards  the  southern  part  of  the  State;  and,  further 

I  • 

provided^  that  the  said  company  shall  not  be  required  to  const^*uct  the 
’  said  Rail  Road  for  the  whole  distance  named  in  the  act  hereby  revived, 
unless,  in  the  judgment  of  the  directors,  the  interests  of  the  said  com- 

t 

pany  may  so  require. 

Sec.  4.  .The  subscribers  to  the  capital  slock  of  said  company  shall 
pay  for  the  amount  of  stock  subscribed  by  them  severally,  in  such 
instalments,  and  at  such  times,  as  the  directors  shall  determine,  of 
which  public  notice  shall  previously  be  given,  by  advertisement,  for 
at  least  thirty  d  lys,  in  some  newspaper  in  general  circulation,  in 
each  of  the  counties  where  books  of  subscriptions  shall  have  been 
opened. 

Sec.  5.  The  said  company  shall  have  power  to  demand  and  re¬ 
ceive  for  the  transportation  of  persons  and  properly  over  said  Rail 
Road,  or  any  part  thereof,  such  rates  as  the  directors  of  said  company 
may  deem  reeisonable. 

[See  Section  10 — Law  of  February,  1846.] 

Sec.  6.  The  said  company  shall  have  power  to  mortgage,  hypo- 
^  thecate,  or  pledge  all  or  any  part  of  the  said  Rail  Rood  or  other  per- 


sonal  or  real  property,  belonging  to  said  company,  or  any  part  or  por-. 
lion  of  the  tolls  or  revenues  of  said  company,  which  may  thereafter 
accrue,  for  the  purpose  of  raising  money  to  construct  said  Rail  Road, 
or  to  pay  debts  contracted  in  the  construction  or  repairs  thereof ;  pro¬ 
vided  said  company  shall  not  contract  debts  or  liabilities  to  a  greater 
amount  than  the  amount  of  the  stock  subscribed,  and  held  by  respon-- 
sible  stockholders,  and  remaining  unexpended,  together  with  the 
means  on  hand,  and  that  which  may  be  reasonably  expected  to  accrue 
within  three  years  from  the  time  of  making  such  contract,  unless,  at 
the  time  of  making  said  contract,  the  party  contracting  with  said  com¬ 
pany  be  informed  of  such  want  of  means  on  the  part  of  such  co  npa* 
ny,  and,  by  agreement  in  writing,  specify  the  time  or  manner  in  which 
such  debt  shall  be  paid. 

Sec.  7.  If  the  said  Rail  Road  is  not  commenced  within  five  years 
from  the  date  of  this  act,  the  privileges  granted  by  this  act,  and  the 
act  hereby  revived,  shall  cease  and  determine. 


r 


FURTHER  PROPOSED  MODIFICATIONS  OF  THE 

CHARTER. 


In  February,  1846,  the  Legislature  passed  a  law  authorizing  tho 
City  of  Cleveland,  and  several  Counties,  to  subscribe  to  the  stock,  but 


requires  the  Company  to  assent  to  the  following  alterations  in  the 


Charter,  if  they  permit  the  subscriptions. 


Sec.  7 — Provides  that  after  ten  years  from  the  completion  of  the 
Road  from  Cleveland  to  Columbus,  the  Company  shall  be  liable  to  pay 


one-half  the  rates  of  tolls  charged  on  the  Canal  at  the  time,  on  .so 


much  of  the  property  transported  during  the  season  of  navigation, 
from  one  end  of  the  Road  to  the  other,  as  the  Board  of  Public  VVoiks 


shall  have  good  reason  to  believe  would  have  been  transported  on  the 
Canal ;  and  if  the  Company  be  dissatisfied  with  the  decision  of  the 


Board,  an  appeal  can  be  taken  to  the  Supreme  Court  of  Franklin 
county. 

Sec.  10 — Provides  that  after  the  end  of  ten  years  from  the  com- 
pletion  of  the  Road,  and  at  the  expiration  of  every  ten  years  thereaf¬ 
ter,  the  Legislature  shall  have  the  right  to  fix  the  rates  of  transporta¬ 
tion  lor  property  and  passengers,  but  not  so  tis  to  reduce  the  profits  of 
the  Company  below  twelve  per  cent,  per  annum. 

Sec.  11 — Provides  that  if  the  United  States  Government  and  the 
Company  cannot  agree  upon  the  prices  charged  by  the  Company  for  , 
transporting  munitions  of  war  and  the  mail,  and  the  Board  of  Public 
Works  considers  the  prices  too  high,  the  Governor  may  determine/ 


them,  but  shall  not  interfere  with  the  arrangements  of  the  Company, 


as  to  time  of  starting  trains,  or  any  other  arrangement. 

Sec.  12 — Provides  that  after  ten  years  from  the  completion  of  the 
Road,  the  Legislature  may  repeal  the  20th  section  of  the  original 
Charter,  which  authorizes  taxes  upon  dividends,  and  may  levy  the 
same  taxes  and  in  the  same  way,  as  by  a  general  law  may  be  levied 
upon  other  roads. 


